POWERTORQUE MAGAZINE Issue #86 December/January 2019 by Motoring Matters Magazine Group

A U S T R A L I A’ S L E A D I N G T R U C K A N D T R A I L E R M A G A Z I N E

Incorporating

ISSUE 86 DEC/JAN 2019 RRP: $8.95

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ISSUE 86 DECEMBER / JANUARY 2019

KENWORTH W990 VOLVO FH600 ON TEST IAA HANOVER REVIEW PROFILES: CORBET’S GROUP GRAYSON HAULAGE McCOLL’S TRANSPORT FOLLOWMONT TRANSPORT

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AT THE WHEEL Warren Caves looks into the future on the highway

GAINING GROUND Warren Caves joins Corbet’s Group for an update on the company

OLIVER ABROAD European and North American editor Oliver Dixon gives his view on global events

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IVECO TAKES THE X-WAY Win today and sell tomorrow!

MAKING THE RIGHT MIX Hino 500 forms a solid foundation for the Mini-Mix fleet

FINDING ALTERNATIVES IVECO shows its green credentials at the IAA Expo

LEGAL TORQUE Keeping up with the law and its influence

McCOLLS LOOKS TO THE FUTURE New owners for the well-respected family name

RETRO VISION It’s the “Classic Kenworth for the Connoisseur” as PACCAR unveils the W990

EVERY TOWN, EVERY DAY The express parcels business imposes its own demands on customer service

SWITCHED ON DAF The Dutch truck maker heads down the plug-in path

MAKING TRACKS Volvo’s FH600 Globetrotter provides plenty of on-road appeal

CLOSE ENCOUNTERS Two weeks in the new RAM 1500

IAA 2018 First impressions of the 67th IAA Commercial Vehicle Show in Hanover, Germany

TOLL ROADS UNDER CONTROL Toll Logistics opens its high-tech control room

ACTROS UPDATE Mercedes-Benz increases its appeal

MOVING FORWARDS The Freightliner team evaluates the potential of the all-new Cascadia

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TRATON GROUP A new dawn for global transport as Volkswagen Truck and Bus restructures SMOOTH MOVES The latest in lubricants from Sinopec

TRAILER TORQUE

HOME BASE The latest suite of truck and trailer safety features from WABCO

KEEPING YOUR COOL Carrier Transicold Europe showcases sustainable transport solutions

FLYING THE FLAG Krueger Trailers proves that being Australian owned has a great future

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TIME TO CELEBRATE Drake Trailers turns 60 GLOBAL WARMING Does the IAA Expo entice Australian operators to purchase overseas?

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MAN TORQUE Grayson Haulage tries a MAN-made alternative

For all editorial information and subscriptions please contact: Managing Editor - Chris Mullett Road Test Editors - Brenton O’Connor Ed Higginson Contributing Writers - Stuart Martin Warren Caves David Meredith Rob Randazzo Photography - Jonathan Wood Geoff Parrington Mark Bean Cristian Brunelli Warren Caves Designer - Steven Foster Account Manager - Maree Mullett Editorial Division, PO Box 271AB, Airlie Beach, Qld 4802 Telephone: +61 (0) 7 4946 4658 Email: edit@powertorque.com.au Website: www.powertorque.com.au

For advertising rates and information please contact: Motoring Matters Magazine Group National business development manager: Email: edit@motoringmatters.com.au Telephone: +61 (0) 7 4946 4658 Website:www.motoringmatters.com.au Newsagency disitrbution by: Integrated Publications Solutions, A division of Fairfax Newspapers.

Disclaimer: Although every effort has been made to ensure the accuracy of information the publisher will not accept responsibility for errors or omissions or for any consequence arising from the reliance on information published. The opinions expressed in PowerTorque are not necessarily the opinions of, or endorsed by the publisher.

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Chris Mullett

FORWARD

TORQUE

esponsibility and accountability are in the news in high profile with the introduction of Chain of Responsibility legislation. Thanks to our legal experts, Gillian Bristow and Emily Ng, of leading law firm Cooper Grace Ward, readers of PowerTorque have access to the right information to help them get on track, and, more importantly, stay on track. Everything that affects vehicle fleet operation is under scrutiny, and those in charge have to remain mindful that the buck no longer stops out on the bitumen with the driver, it stops in the boardroom. A fleet owner can risk losing their business, their house and everything they have worked for if a court ruling goes against them. Contrast this high degree of responsibility with the behaviour and culpability of the banking and finance companies. Arrogant in the extreme and seemingly exempt from responsibility, these “captains of industry” have been taking home annual salary packages in excess of $12.7 million, earning double the average Australian’s annual wage every week. Having seen the approaching dark clouds of publicity of their business practices, as outlined by the Banking Royal Commission, banking and finance industry CEOs have taken the golden handshake package and headed bush, seemingly without any retribution for the mismanagement that occurred under their watch. The Mafia was renowned for managing its protection rackets, ensuring that scrutiny of their various operations was never more that cursory, and certainly not subject to legal oversight. It seems the federal government has been watching too many episodes of The Sopranos, as in recent times the media has been gagged from reporting on topics such as the imprisonment without trial of detainees, while implementing legislation to prevent examples of investigative journalism that ultimately keeps them relatively honest. We’ve seen examples of secret offshore banking rorts and mismanagement of the Murray-Darling water catchment, with the Royal Commission forced to abandon its investigation of the Commonwealth and Murray-Darling Basin Authority because the state government blocked the cross examination of federal bureaucrats. So, what’s this have to do with trucking and transport? The effect of major infrastructure programmes announced by state and federal governments is often developed purely to win votes from local electorates.

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As the transport industry responds to requests for private industry to deliver these projects, it involves time and money to participate in the tender process and to ramp up their own operations with the purchase of new additional equipment should they be successful. Before committing to major financial investment to support these potential contracts, ensure that your own business is not over committed and that you can survive whatever the result. Transport operators in Australia have a great reputation for enabling outcomes, but it’s important to be part of the solution and not to risk being a casualty. Looking back on 2018, the first half of the year resulted in record heavy truck sales. The trend shifted to a slower sales performance for the third quarter, and this continues into quarter four. Although the final sales figure for the 12 months may produce a record figure of 40,000 new truck sales, before breaking for Christmas evaluate whether this projected prosperity has actually resulted in more profit. All businesses, no matter their size, need to evaluate their profitability and their vulnerability to market changes. It’s possible to be extremely busy, giving the illusion of success, while behind the scenes the balance sheets are heading into red ink. Technology continues to dominate the development of the transport industry, but the success of a transport operation still depends on collecting and delivering products reliably and responsibly in safety. In this issue, PowerTorque visits the IAA Expo in Hanover, Germany, where alternative fuels, hybrids and electric vehicles dominated the discussions because Europe is concerned about reducing emissions and addressing global warming. Australia has to follow this lead, and, in so doing, it will increase operating costs for transport. There will ultimately be a contraction in the fossil fuel industry and operators working in that environment need to be planning for change to reduce their exposure as output falls. To survive profitably in any business, it pays to retain a commonsense attitude that includes the adage of not putting all your eggs in one basket. It’s great to be the ultimate specialist, but it also pays to hedge your bets. On behalf of all our team at PowerTorque and its sister publication Delivery Magazine, we wish all our readers a very happy and healthy Christmas and every success for 2019. As always, stay safe and enjoy the drive. Regards, Chris Mullett – Managing Editor and Publisher.

HIGH POWERED

L.E.D DRIVING LIGHTS

180 & 215

The all-new 180 joins the Ultima L.E.D family. Part of Narva’s top-of-the-range Ultima L.E.D family, the 215 and all-new 180 Driving Lights utilise a class leading hybrid beam pattern combining volume for offroad 4WD use and long range performance for transport. Available in two sizes, these heavy-duty premium lights have been engineered in Australia for Aussie conditions. 4x4ers, farmers and truckers, these Ultimas are for you! • Powerful 5 watt XP-G2 Cree® L.E.Ds • Tool-free vertical adjuster knob

• Customisable bezel and trim • L.E.D Front Position Light Pipe

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WHEEL

AT THE W A R R E N

C A V E S

L O O K S

y time “At the Wheel” has, for the past five months or so, been greatly reduced by the decision to give up full-time driving and pursue other interests, with working for PowerTorque being one of them. I still get out in the odd truck to do a few loads and keep the hand in, along with test-drives of newly released models. My decision to get off the road for a while was not taken lightly. However, the strain of the job, sharing the road with a multitude of seemingly unskilled drivers around me, and some overzealous infringement allocation (taken to court and dismissed), left me with a less than rosy opinion of the industry that has served me so well for the best part of 30 years. This is, I believe, a common occurrence. Older more experienced drivers are leaving our industry in droves, and the number of new younger recruits attracted to the industry is not sufficient enough to fill the gap. As a consequence, this gap is being filled, in my opinion, by some imported and homegrown drivers that do not possess the necessary skills to be driving heavy vehicles. One-day truck licence courses and unscrupulous accreditors may well be contributors to this.

A T

T H E

R O A D

A H E A D

Like it or not, there are regulations aplenty, and we just have to abide by them. They’re not going anywhere, so if you’re caught running off Wagga Hill doing 130 km/h, cop it sweet, you did the wrong thing, don’t plaster social media with criticism of the Highway Patrol. In saying that, if you have been unfairly targeted over an issue, fight it! It’s your right to do so. Negative groups and pictures of accidents and mishaps on social media do nothing to improve our situation or encourage newcomers to the industry. Sure, some of these incidents come from just plain incompetence, but let he without sin cast the first stone. I have certainly had my share of minor indiscretions in the early days, the odd miss-navigation ending up on a light limit road with nowhere to turn around etc. Luckily nothing much more serious than that; however, social media was not around in those days and those events remained blocked out deep down in my memory (until now). This is just a normal learning curve, and younger drivers do not need these sorts of things posted on Facebook.

My industry opinion was so low, that, when my teenage son expressed interest in joining the transport game, I did my utmost to discourage him from doing so.

Additionally, at an individual level we can look after what little we do get provided with in terms of infrastructure and amenities. I know it’s not much, but, in order for governing bodies to be willing to spend dollars in upgrading and maintaining our rest stop facilities, we need to assume at least some responsibility to take care of them a bit.

With a little soul searching over the last few months, I asked myself how I came to have such a low opinion of this industry, and how does my leaving it help the situation? The lowering of my industry opinion is easy – I have mentioned a couple of points above – but if I, and others like me, keep leaving the industry, how is this going to help the situation? Short answer is, it won’t. But what can I do about it?

Quite frankly, at some rest areas and truck parking bays, I’m disgusted to align myself with some operators. The amount of rubbish carelessly thrown from truck windows is staggering, not to mention the trails of toilet paper and associated human waste left by the roadside without even a cursory effort to walk into the bush a little (even my dog has more etiquette than that).

The transport industry is in need of some major changes if it’s to continue on safely and financially viable for company drivers and owner/drivers alike. I could go on about rates, over regulation, working conditions and sensationalist media portrayal in search of ratings all day long, but I have little control over these things.

In order for our industry to survive, while some issues are beyond our scope of influence, we can, as individuals, all do our own little bit to make our industry great and hopefully encourage more homegrown youth to take up a job in the transport industry.

What can we as experienced professional drivers do to improve our industry at a personal level? We should encourage the younger generation to take up this career (I know, I need to heed my own advice). We need to put our best foot forward wherever possible to improve our profile and perception to the general public, and, I believe, we need to stop openly running down our industry on social media platforms for all to see, this only generates a negative view of our industry. 8

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I’m not going to kid you, it won’t be easy, but, if we don’t try, who will we have to blame? Sure, we could all just leave the industry and watch it self-implode, but, remember we will still drive on the roads at some point, and it would be good to know that that truck on the other side of the road is piloted by a highly trained and suitably skilled operator. May I take this opportunity to wish you all a safe and joyous festive season. Safe trucking, Warren Caves.

ENHANCED OPTIC L.E.D DRIVING LIGHTS

175 & 225

Goodbye dull hea dlight

s...

HELLO BRIGHT E R NIGHTS

Superior technology meets premium style. Part of Narva’s top-of-the-range Ultima L.E.D family, the all-new 175 & 225 Driving Lights utilise enhanced free form ‘Optic Drive’ L.E.D technology to capture and harness light output, precisely focussing it for maximum volume and penetration on dark highways. Available with pencil or broad beam patterns, these premium lights have been engineered in Australia with a European style to enhance your vehicle’s appearance. • Latest Cree XHP50.2 L.E.D Chips • Powerful white light (5000°K) • Built-in ‘Active Thermal Management System’ (ATMS) • Signature L.E.D Front Position Light Pipe

For more on the Ultima L.E.D 175 & 225’s visit

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OLIVER

ABROAD

OU R ROV I NG R E P O R T E R , O L I V E R DI XO N , CO M M E N T S O N G L O B A L WA R M I NG

n early October, the Intergovernmental Panel on Climate Change – a body backed by the UN – published research that offers a truly dystopian view of the future; there is – the IPCC concludes – only around a dozen years for global warming to be kept to a maximum of 1.5C. If global warming exceeds this – even by as little as half a degree – it will significantly worsen the risks of drought, floods, extreme heat and poverty for hundreds of millions of people. Perhaps unsurprisingly, the IPCC makes a very open and heartfelt appeal to regulators, with Jim Skea, a co-chair of the IPCC working group on mitigation, commenting that: “My biggest hope is that they [political leaders] take this seriously. We can’t carry on with business as usual or minor changes”.

In sum, the IPCC is taking a very dim view of the future and it wants – reasonably enough given this dim view – for the regulators to address things a bit sharpish.

The sheer burden of evidence presents a situation in which the risk is very clearly to the downside, and, bluntly, nothing the auto industry can say is going to change that. Granted, that same auto industry is not the only source of CO2, but, it is a major source of it, and the notion that it is going to get cut any slack at all by the regulators is entirely misplaced. Indeed, the sins of a few are likely to be visited upon the many here. Payback is a pain, and its weekend name is Karma, to amend slightly a line from a movie, but if the auto industry is hoping for a break following the various emissions malfeasances of the last few years – and the attendant and utterly mendacious attempts in which to shirk responsibility – then it is guilty of an optimism better suited to an English soccer fan than anyone grounded in anything close to reality. It’s not going to happen.

“Significantly worsen the risks of drought, floods, extreme heat and poverty for hundreds of millions of people”

What then of those same regulators? Fast forward a week or two and the EU Parliament voted to back a reduction in CO2 emissions from heavy trucks by 35 percent by 2030. For truck manufacturers, this is a double dose of dystopia, and ACEA (European Automobile Manufacturers’ Association) secretary general, Erik Jonnaert, did not pull his punches when explaining why.

“These targets would pose major problems, as they simply do not take account of the realities and complexities of the truck market, nor the long development cycles for heavyduty vehicles. MEPs should be aware that trucks that will hit the market in 2025 are already under development now,” Mr. Jonnaert said. So, on the one hand we have a situation in which an organisation that is highly credible is pointing to what amounts to devastation on a global scale if we do not change our behaviour within eleven years, while on the other we have an organisation – again one not lacking in credibility – saying that it can’t do so in twelve years. Anyone care for a slight wager on the outcome of this? On the one hand, an Armageddon scenario, and, on the other, a drag on earnings as a function of a telescoped R&D period. Yes, quite. 10

Despite the best efforts of any number of populist politicians to argue otherwise, climate change is not a figment of the imagination. Don’t take my word for it – indeed, I’m not asking you to, for I’m far from qualified to make empirical observations here about the veracity of the minutiae of the IPCC report.

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It would be wrong to suggest that it is for the auto industry, and the auto industry alone, to act here. It isn’t. It’s a global problem and it will take a global solution. There will need to be significant adjustments to the way we live our lives in order that the worst-case scenarios as posited by the IPCC may be avoided. That means revisiting the entire supply chain, not just the equipment that enables it, and it means that tough decisions will have to be taken. It’s hard to see how the auto industry can avoid this.

Of course, today’s populist rhetoric dismisses the role of experts, and there will inevitably be a push back against this. Indeed, whilst perched in the corner of a hotel bar somewhere in the English speaking world of late, it was difficult not to overhear a conversation pointing to the millennium bug – Y2K and all that – as being one of the great false alarms of our time. That planes did not fall out of the sky on 1/1/2000 was clearly a good thing. That they didn’t was in no small part due to the incalculable number of man hours spent ensuring that they didn’t. One man’s false alarm is another man’s hard work, and to ensure that the IPCC report proves erroneous in the future is going to take not just a lot of hard work, but also some very hard choices.

LEGAL TORQUE

LOOKING BACK AT 2108 AND AHEAD TO 2019

G I L L I A N B R I S T OW A N D E M I LY N G , O F L E A DI N G L AW F I R M C O O P E R G R AC E WA R D, P ROV I D E A S N A P S H O T O F L E G A L D E V E L O P M E N T S A F F E C T I N G T H E T R A N S P O R T I N DU S T R Y DU R I N G 2 018 A N D C O N S I D E R T H O S E L I K E LY T O O C C U R I N T H E Y E A R A H E A D. LOOKING BACK AT 2018 This year saw the commencement of the new chain of responsibility regime in the Heavy Vehicle National Law (discussed in the October/November issue of Power Torque). However, the new CoR regime was not the only significant change in 2018. There were a number of other legislative changes, as well as court decisions, with implications for the transport industry. These include: Labour hire licensing – Queensland introduced a labour hire licensing scheme that makes it an offence to provide labour hire services without a licence, or to contract with an unlicenced labour hire provider, subject to certain exceptions. Victoria passed similar legislation, which is expected to commence in early 2019, and the ACT announced its intention to introduce a scheme that will apply to businesses that engage workers in the territory. Depending on the outcome of the federal election next year, a national licensing scheme may be on the cards in the future. Insolvency law reforms – Federal Parliament passed ‘ipso facto’ reforms that apply to contracts entered into from 1 July 2018. Under these reforms, a party cannot exercise certain contractual rights (including termination rights) solely on the basis that the other party to the agreement has entered into certain formal insolvency processes. WorkPac case – In a controversial decision, the full Federal Court found that an employee who was described as a ‘casual employee’ was entitled to annual leave under the National Employment Standards. This decision has sparked concern among employers, in that it could lead to ‘double dipping’ by employees who have already been paid casual loadings. The employer, WorkPac, recently filed a separate application, and the Federal Industrial Relations Minister, Kelly O’Dwyer, has applied to intervene in the case. Watch this space. Consumer law reforms – Federal Parliament passed a suite of changes to the Australian Consumer Law. For transport/warehouse operators, the most significant change means that operators cannot contract out of the guarantee to provide transportation/storage services with ‘due care and skill’ unless the consignor and consignee are each operating a business. This change is likely to result in increased claims against transport/warehouse operators under the Australian Consumer Law.

LOOKING AHEAD TO 2019 There are also a number of changes that are set to commence in 2019 or that are anticipated to be passed by parliament in 2019. These include: New minimum rates for owner drivers in NSW – In 2017, the NSW Industrial Relations Commission varied the General Carriers Contract Determination to revise the minimum rates payable to owner drivers and to extend minimum rates obligations to additional geographic areas of New South Wales. The new rates structure and extended geographic coverage will take effect from 1 January 2019. Reporting subcontractor earnings – Federal Parliament is currently considering a Bill that, if passed, will require road freight businesses to report payments made to contractors to the ATO each year using the Taxable payments annual report. The ATO will use the information to identify contractors in the industry who are not accurately reporting their income. New whistleblower protections – Federal Parliament is currently considering a Bill that, if passed, will strengthen whistleblower protections and require public companies and large proprietary companies to implement a whistleblower policy. Extension of unfair contract term protections to insurance policies – Federal Parliament proposes to extend the unfair contract term protections to standard form insurance contracts. Some commentators consider that, if the reforms are passed, insurers will incur additional expenditure in reviewing policy terms and defending unfair contract term disputes, and that this additional expenditure will increase the cost of insurance for policyholders. If you have any questions about any of these changes, you are welcome to contact Gillian Bristow (07 3231 2925) or Emily Ng (07 3231 2986).

PowerTorque ISSUE 86

FEATURE

RETRO VISION It’s the “Classic Kenworth for the Connoisseur” as PACCAR unveils the W990

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KENWORTH W990

here are some who might say the only truck better than a bonneted Kenworth is a long-bonneted Kenworth, and, if that’s what you are thinking, then take a look at the latest Legend model to head out onto the North American highways.

“The new Kenworth W990 is a reflection of the Kenworth brand, The World’s Best, which represents the quality, engineering excellence, and both customer and driver focus that goes into every Kenworth we build,” said Mike Dozier, Kenworth general manager and PACCAR vice-president.

Debuting at the Las Vegas Speedway, the traditional design of the W990 model immediately makes it a must-have item for any driver who wants something that stands out from the crowd.

“We are passionate about our products, our customers that depend on them, and the drivers that operate them. We know that there are many customers and drivers out there who share our passion. The Kenworth W990 represents the pride, image and freedom of trucking, and captures the spirit of what trucking is all about,” Dozier said. PowerTorque readers might recall that Mike Dozier spent his time as managing director of PACCAR Australia before handing over the reigns in April 2016 to Andrew Hadjikakou. During his time on Aussie soil Mike was openly enthusiastic about recreating some of the traditional designs such as the Legend series released in Australia. Who knows, maybe his time Down Under influenced him in giving the thumbs up to the W990 project. The Kenworth W990 makes a powerful statement on the road, and is designed to maximise performance in line haul, pickup and delivery, regional haul, and heavy haul operations. At 3340 mm from bumper to back-of-cab, the W990 dimensions are 38.1 mm longer than the W900L, establishing a bold presence among conventional trucks.

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FEATURE

Available in day cab, 1016 mm (40-inch) flat top, and 1320.8 mm and 1930.4 mm (52-76 inch) mid-roof sleeper configurations, the W990 is standard with the proprietary PACCAR Powertrain consisting of the PACCAR MX-13 engine rated up to 375 kW and with 2508 Nm of torque (510 hp and 1850 lb-ft), a 12-speed PACCAR automated transmission and PACCAR 40K tandem rear axles. The typical American spec for on-highway application is of course considerably down on the power and torque requirements, should the W990 get the go ahead for availability in the Australian market. But with the rapid rate that Kenworth Bayswater can push through design changes to Australianise developments by working with its US counterparts, there’s every reason to think the W990 is a ‘can do’ product rather than a ‘not in my backyard’ alternative. Built on the 2.1-metre cab platform used in the Kenworth T680 and T880, the Kenworth W990 features driver comfort and amenities that are second to none. Special comfort and style options include the Limited Edition cab and sleeper interior, and the W990 Driver’s Studio package of premium options that create a luxurious home-on-the-road living experience. The W990 Driver’s Studio offers a 180-degree swivel passenger seat and rotating table for two people, drawerstyle refrigerator, and convenient space ideal for a

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microwave. Entertainment is provided by Kenworth’s premium audio package with 320-Watt amp, 10-inch subwoofer and eight speakers; swivel TV mount for up to a 28-inch flat screen TV; and optional EpicVue pre-wire for satellite TV. There’s a full-size wardrobe space for hanging clothes, multiple storage drawers, and large storage space under the lower bunk. The 1800-Watt inverter includes a shore power connection and four standard 20-Volt sleeper outlets to power a range of electrical devices. Convenient LED lighting provides ample interior light throughout the sleeper. The W990 is standard with Kenworth TruckTech+® remote diagnostics system. Kenworth NAV+HD seven-inch, colour in-dash display provides access to valuable features such as truck-specific navigation, roadside assistance, vehicle data, hands-free calling, audio controls, blind-spot camera inputs and the Internet. For the design team at Kenworth, designing a truck that took in the heritage of the company’s iconic W900 model was what Jonathan Duncan called a “once in a lifetime opportunity as a designer”. As Kenworth’s design director, Duncan led the team that created the new Kenworth W990, starting with a clean slate to formulate ideas that blended tradition with the new.

DAF CF85 and XF105 6x4 prime movers feature Electronically Controlled Air Suspension (ECAS) to control the ride height of the chassis for improved drivability and loading or unloading. Axle Load Monitoring (ALM) calculates and monitors the axle load, for the perfect balance of comfort + safety + efficiency. So Do The Math and contact your local DAF dealer to arrange a test drive.

DO THE MATH. BUY A DAF. daf.com.au

FEATURE

“First and foremost, we wanted to design a truck that had a significant ‘wow’ factor,” he said. “There is nothing like seeing a long-hood Kenworth driving down the road, signifying image, pride and freedom. The long-hood conventional is the truck that gets noticed and commands attention; it is the truck you see garnering best of show ribbons at truck beauty shows across the country. “We set out to design a hard-working truck that shares those memories. One that can be seen down the road and makes other truckers stare and nod their heads in appreciation. One that will be proudly displayed at truck shows,” Duncan said. “The grille is really the face of the new W990,” said Duncan. “Incorporating stainless steel was important. It had to be pure Kenworth and it needed to be instantly recognisable as the top-of-the-line. We maintained the traditional cathedral shape to the grille and the inset surfaces at the top to give it a refined tailored look. That powerful centre spear signifies this is part of the new generation of

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Kenworth trucks, and the tapered grille spears are there for a classic touch. It’s elegant, beautiful, and full of brawn. “The design team added a host of other design elements, including hood-side features that complement the stainless-steel air intakes. “We paid close attention to the shape of the reflection of the side air intakes in that hood side surface. In some colours, it can make the intakes look twice as deep. “Behind the wheel, the driver’s view over the hood is a huge part of the appeal of the W990. It’s really one of the keys to the success of this design. The powerful wind-split (the raised centre section on the hood top) is designed to accentuate the length of the hood and the dynamic shape reflects the powerful engine underneath. The side air intakes wrap over the top of the hood so that they are visible from the driver’s seat. All of this creates a strong visual impact from behind the wheel.

KENWORTH W990

“That’s a small touch that the driver will notice every time they get into the cab. We also added Royal Blue stitching on the leather Kenworth SmartWheel®, another detail that only the driver will know about and a reminder that they’re behind the wheel of something special. “The Limited Edition comes in classic midnight black with a glossy Ravenwood trim. The diamond-trim panels on the door pads, and in the sleeper, feature Royal Blue stitching and W990 embroidery. The heated and cooled leather seats have perforated leather that is dyed blue on the backside so that the edges of the perforations are blue.

“We worked together with PACCAR Parts to create aftermarket enhancements, like a special LED lighting package and stainless trim pieces. We feel like the W990 driver is going to want to customise this truck to really be able to call it their own. Personally, I’m really looking forward to seeing what they end up doing with them. I feel like we’ve given them a great place to start”.

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FEATURE

EVERY TOWN, EVERY DAY

The express parcels business imposes its own demands on customer service – Words by Brenton O’Connor.

he core business for Queensland-based Followmont Transport is founded upon the express parcel service, with the aim to service every town in its network every day. Now in its second generation, the company is currently directed by Mark Tobin, whose father started the business in 1984 delivering magazines from a small store in Stones Corner, Brisbane.

In these typical applications the K200 can pull a set of full-length B-double fridge vans, along with a bullbar, something that is mandatory for outback Queensland due to the larger numbers of kangaroos and other wildlife. Amidst these constraints it still features a decent cabin for driver’s rest period.

Fast forward to today, and Followmont has developed into a major player in the Queensland freight market, competing with the ‘big boys’ for the major contracts. Followmont has 18 sites across Queensland, and 5 sites in NSW, which all play their part in managing the 120,000 consignments a month that pass through the Followmont organisation for delivery.

Mark does have a preference for bonneted trucks due to their ease of maintenance, and a standout performer in this area for Followmont has been the Kenworth T610, praised by Mark Tobin for its fuel economy, and overall driver acceptance. So far, Tobin has recorded the T610, with its Cummins X15 engine, as producing the best fuel economy figures for the entire fleet – no mean feat when the company also runs industry benchmarked trucks for fuel economy including Volvo and MAN.

Followmont’s fleet of 180 prime movers is very diverse with a mix of North American, in both bonneted and cabover guise, as well as European models. The K200 Kenworth has been the default linehaul B-double (and road train capable) prime mover for Followmont, and, according to Mark Tobin, it’s so flexible it can do anything.

Mark feels the European trucks, namely the Volvo and MAN, are more suitable for East Coast running on set routes and does not have the same degree of faith in them to undertake the heavy outback running, where that work is entrusted to Kenworth, and in some

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FOLLOWMONT TRANSPORT cases Mack. In the harsher conditions where Followmont Transport operates in Western Queensland, there is a hesitation regarding the durability of European brands, aided by the concern raised in the event of a breakdown, as there is less likelihood for parts and service to get the vehicle up and running again. Given the freight carried by Followmont is extremely time sensitive, as it’s predominately parcel freight, this means any delays lead to both penalties and also upset customers, something for which the company has zero tolerance. The Followmont business is built around service and its reputation of delivering on time in full. Mark Tobin’s key statistic that he monitors is DIFOT – which means DELIVERY IN FULL ON TIME. Mark’s attitude to the principle of DIFOT is unquestionable, and after spending time speaking to him, its obvious how passionate this is to him to promote the reputation of his company. Furthermore, Mark views customer retention as being of paramount importance. Any event that might result in a customer being lost to a competitor is brought directly to Mark’s attention, triggering a full investigation of how to maintain customer confidence. It is rare for a Followmont driver to sleep in his truck – all of Followmont’s major depots across Queensland feature

driver’s quarters, where drivers are able to shower and sleep after arriving into the depot after their nightly trip. The majority of Followmont’s long-distance travel is done at night, with the fleet typically covering 85,000 km within each 24-hour period, which in anyone’s book is an impressive task. During the days those linehaul drivers are resting, while the truck can be used for local pickup and distribution or have servicing and other work such as cleaning undertaken on site. The vast majority of Followmont’s repairs and maintenance work is done on site in its own workshops, both for cost savings and the convenience of not being reliant upon the availability of the workshops of the various manufacturers. Such is the standard of Followmont’s own workshops that they are authorised to carry out warranty work on the equipment they run, and then charge it back to the respective manufacturer. As a matter of policy, the company specifies automated manual transmissions (AMT), both in its North American and also European trucks. This is for ease of operation, and, like most transport companies, there is a continuing difficulty in sourcing drivers with a preference for manual transmissions.

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FEATURE Mark Tobin’s operating philosophy reflects that of many organisations – that people make (or break) your business. As such, he believes in constantly investing in his staff through driver training, and other programmes designed to engage with staff and constantly improve their skills. For pickup and distribution work (PUDs), the company has just purchased its 150th UD rigid vehicle. While a few UDs have been purchased as prime movers, the majority are configured as 12 or 14-pallet rigid trucks. As a testimony to their reliability, a total of 130 UDs remain in operation in the current fleet. Queried on the decision to purchase UD, Mark explained, “UD has been able to retain the cost value, considering the safety and product improvements. I can’t fault them. “Mechanically we’ve experienced minimal breakdowns, and our workshop finds UD accessible for ease of mechanical repairs, assisting with servicing time,” added Mark. The company head office in Eagle Farm, Brisbane, also houses a drive-through truck wash to ensure the company’s trucks always look presentable and represent the brand in the best possible way. The majority of the company fleet of over 320 trailers is supplied by Vawdrey, with FTE supplying the fridge van

segment. To facilitate ease of service and maintenance, the preference for the running gear remains with drum brakes wherever possible, particularly when operating in the outback. The background to this decision is that the sourcing and replacing of a component such as a 30/30 brake booster remains more likely in a remote area between Brisbane and Darwin than a booster or calliper for a disc-braked axle. Mark Tobin is a firm believer in being able to leverage the business relationship from Followmont with its suppliers and customers in order to create ways to continually improve the business outcomes for all parties. The company recently purchased Towers Transport in New South Wales, gaining a strong footprint into the NSW freight market. Due to its strong brand recognition, Towers Transport will continue to operate its fleet of 90 vehicles, varying from one-tonne couriers to B-double semitrailers, under the Towers name. Looking into the future of road transport, Mark Tobin highlighted a number of challenges facing the industry as a whole and the importance of reinvesting in your people and your business. These challenges include attracting the right people into the industry and to demonstrate to the community that professionally trained drivers act responsibly on our roads, and professionally operated businesses are conducted efficiently and safely. If you don’t invest in people, training and safety, then you won’t survive.

“UD has been able to retain the cost value, considering the safety and product improvements. I can’t fault them” 20

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FEATURE

MAKING TRACKS Volvo’s FH600 Globetrotter provides plenty of on-road appeal, as Brenton O’Connor discovers. Photography by Geoff Parrington

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VOLVO FH600 GLOBETROTTER

f you were in the market for a truck 30 years ago, and your purchasing decisions revolved around performance, fuel economy and engine brake performance, you would have purchased a North American truck every time. By contrast, the European offerings were typically heavy, underpowered, ordinary on fuel and had exhaust brakes, which were about as useful as holding your hat out of the window.

Australia, which exceed its next two closest competitors, clearly demonstrate the level of commitment Australian transport operators have to the Volvo brand and its dealership group in Australia.

How different that scenario has become with the European trucks of today, and in particular with Volvo, Scania, Mercedes-Benz and MAN. All these brands are offering well over 600 hp, with exceptional fuel economy, and engine brake performance that easily outperforms their rivals from North America and Japan.

CMV Gippsland salesman, Josh Bailey, is a stalwart of the Volvo brand, having worked for the brand for 18 years, starting his career in the parts business and then moving into truck sales for Volvo and sister brand Mack. Josh would have to be one of the most enthusiastic salesmen Iâ&#x20AC;&#x2122;ve met, and his passion for the brand is verified through the large numbers of Volvo trucks being sold to both owner operators and larger fleets in the Gippsland area.

The all-new Globetrotter released some years back has always been an appealing truck to me, particularly in relation to its Globetrotter cabin. In this application its styling is very unique and differs from the other European trucks, which typically all have a flat roof with an aero kit attached. In addition, the sales numbers of Volvo in

The opportunity arose to test a FH600 Globetrotter, complete with hydraulic system, coupled to a set of tri-tri Hercules, and was something not to be missed.

The FH600 is powered by Volvoâ&#x20AC;&#x2122;s own 16-litre engine known as the D16, which produces 600 hp and 2800 Nm of torque, with emissions levels that are currently at Euro 5 specified limits, using purely SCR technology.

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FEATURE Coupled to the D16 is Volvo’s I-Shift 12-speed AMT transmission; however, without the optional recently released crawler gears. Interestingly, Volvo only uses a single-plate clutch, but I am assured by Volvo the driveline has the longevity to survive even in high weight, B-double and road train applications. The rear axles are again Volvo’s own single hypoid reduction with a capacity of 21 tonnes, with cross locks for the rear drive axles. Cabin access in and out of the FH is quite reasonable, and better than some of its competitors, with three steps up into the cabin. The wheel arch protrudes somewhat into the step length, as the axle is set relatively forward for a European cabover. Once inside the cab, the driver is met with a near flat-floor cabin, with just a subtle rise over the engine tunnel. The interior height of the Globetrotter cab design is massive, with my own height of 6’4” not even getting close to the roofline. Interior storage is huge, with two large lockers above the windscreen and three more lockers along the back wall of the cabin, while under the dash there are smaller drawers for odds and ends such as the driver’s logbook and personal items such as a wallet.

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Underneath the bunk there is one drawer for even more in-cabin storage, while a second drawer compartment plays host to a fridge. The fridge is located on the left side, which makes it difficult to open while driving to access a cool drink, and indicates the original design as a lefthand-drive vehicle for the European market. Standard spec on the Volvo FH misses a few things I thought would have been made standard; however, they are available at a cost option. Satellite navigation is not included as standard with the in-cabin touchscreen, and rain-sensing wipers, automatic head lights and also Xenon headlights are all additional cost options. The standard headlights, while quite yellow in terms of the light they produce, were otherwise quite adequate in use. Spending a night in the FH cabin was interesting, to try out the bed and living accommodation. I am pleased to report the mattress provided is very comfortable, albeit a few extra inches of width wouldn’t go astray, particularly in the parts of the mattress behind the driver and passenger seats where the mattress is recessed. The curtains work well in terms of blocking out light, and, with the full height walk-around cabin, thanks to the Globetrotter roof, it’s easy to prepare your bed for sleeping and to get changed.

THE TRUCK THE CITY LIKES

Available in Day Cab, Sleeper Cab, Hi Roof and Low Roof. GVMs ranging from 12 to 18 tonne, and a choice of both Euro 5 (EEV) and ultra-clean Euro 6 engines with up to 280 hp and 1000 Nm. These engines can be coupled to either manual or full automatic transmissions. On the safety front, the Eurocargo sets new benchmarks â&#x20AC;&#x201C; model dependent, these include disc brakes with ABS, Electronic Stability Program, Hill Holder, Anti-Slip Regulator, Advanced Emergency Braking System, Adaptive Cruise Control, Lane Departure Warning System, Driver Airbag and Daytime Running Lights. For your nearest Dealer call 1800 4 IVECO or visit www.iveco.com.au

FEATURE The new-generation FH has seen Volvo fit an electric park brake. This has several advantages, including the ability to release the park brakes automatically when a gear is selected and the driver presses the throttle to move away. Furthermore, if the driver turns off the truck without the brake on, the truck will automatically engage the park brake.

Probably more impressive though was the engine brake, known as VEB+, which offers 470 kW (639 hp) of engine braking. Volvo offers a water-cooled transmission retarder as an option, but, unless you are in extremely arduous terrain, I feel it’s not required as the standard engine brake does such a good job, and saves the extra tare weight and cost of the retarder.

There are disadvantages, as we found when replacing a failed brake booster on the trailer, which proved difficult, as the brakes needed to be released to change the failed booster, and upon switching off the engine the maxi brake would apply automatically. However, Volvo personnel tell me there is a protocol whereby workshop technicians can override this function for technical work such as described above.

Fuel economy was also very impressive. Throughout the week of driving the truck, the run was primarily based upon a journey from Sale to Geelong at an empty tare weight of 24.5 tonnes, loading bulk fertiliser to a gross weight of 68.5 tonnes and then returning to Sale. Over the week the truck averaged 2.1 kilometres per litre, which in anyone’s language is nothing short of impressive.

Driving the FH600 wasn’t a surprise, as I already expected it to be good, and, pleasingly, it certainly was. The power of the engine is unreal, and, even at 68.5 tonnes, it had the grunt to overtake other loaded B-doubles with ease when climbing big hills – something that you don’t often get to do with such a heavy gross weight.

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As expected, the ride of the Volvo is excellent, thanks to two-leaf parabolic springs on the steer and Volvo’s eightbag rear suspension. However, the cabin suspension, which was the standard four-point spring setup, was very soft, with the cabin rocking back when lifting off with the torque of the engine, particularly when loaded – an aspect that I found quite annoying when in stop/start city traffic

VOLVO FH600 GLOBETROTTER conditions. I am told however, that the springs can be wound tighter to firm them up, or optionally a four-point air cab suspension is available. When compared to a previous trip in another FH from Melbourne to Sydney last month, I found the air-suspended cabin less ponderous and more comfortable. It’s not hard to see why Volvo is the market-leading European truck in Australia, and how it is fast approaching on Kenworth, the overall market leader. With impressive levels of engine performance, exceptional engine braking and frugal fuel economy, it certainly is worth a look from anyone in the market for a new truck. With rumours of the XXL cabin on the horizon for 2019, with a wider bunk, it will put Volvo in a position that will be difficult for anyone to beat – either European or North American.

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FEATURE

TRENDING EUROPEAN

no exception, with an entire exhibition hall for its various brands, displaying 70 vehicles over 17,000 square metres for more than 250,000 expected visitors.

Pride of place was the new Actros featuring many impressive technologies, which we will discuss in more detail in a separate article, including the first ride by any journalist at the event. Features such as a full multimedia display, Active Drive Assist for semi-automated driving, Active Brake Assist 5 and Mirror Cam, which removes the external mirrors to reduce drag – a feature that we expect to see on many new models in the next few years.

Ed Higginson provides his first impressions of the 67th IAA Commercial Vehicle Show in Hanover, Germany

he biannual IAA show is THE event of the European trucking calendar, and this year showcased the great strides made in sustainability, electrification and hybridisation by all the main truck manufacturers. The theme for this year’s event was the slogan “Driving Tomorrow”, and, true to its definition, the exhibits identified with where the industry is heading with digitisation, connectivity, automated driving and alternative powertrains. None of the topics are new, but what has changed is that we are no longer talking about futuristic prototypes. This show was all about real trucks you can buy now in Europe. What was also clear is that no manufacturer believes diesel will be the main fuel source heading into the next decade. Interestingly, IVECO had “No Diesel” signs around its stands to reiterate, as their CEO pointed out, that the only place for diesel was outside the building with the smokers! With diesel prices increasing quickly, he may have a point. However, fuel wasn’t the only topic. In fact, it felt like the discussion on alternative fuels was yesterday’s news, and that for 2018 each manufacturer was now focused on much more. Daimler Trucks and Buses has long held the boasting rights for the biggest stand at the show, and this year was

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Also on display were Daimler’s alternative-fuelled vehicles, which are ready for sale, such as the fully electric eActros and the FUSO eCanter, plus the Actros NGT powered with natural gas. Each of these is ideal for city deliveries, with most of these models spending their days running multidrops then back to base. TRATON was not far behind Mercedes in terms of display size. It may not be a name you are familiar with, but, with Scania, MAN, VW, and RIO under its umbrella, plus partners such as Navistar and HINO, it is a serious global brand. With a team of over 7000 engineers spending an R&D budget of around $6-billion during the past two years, TRATON will play a lead role in shaping future trucks. Scania is the premium brand that TRATON sees will lead the charge for sustainable transport solutions, offering engine platforms covering CNG/LNG, HVO biodiesel, ethanol, hybrid and electric.

TRADE SHOW “We are developing all alternative technologies bearing in mind their commercial viability,” says Christian Levin, head of sales and marketing at Scania. “It would be futile to launch products that fail to meet the business reality of our customers. The basic premise must be that the technology offers a reasonable cost of ownership in the near term”.

MAN shared the same exhibition hall as Scania, with TRATON positioning MAN as the brand to simplify your business by offering the value package with a strong product pipeline and electrification technology.

The plug-in hybrid truck and battery electric bus, both on display at IAA, meet these criteria. “Scania is wellpositioned as the technology develops with more costeffective solutions,” said Mr. Levin.

Showing that MAN remains serious about diesel, the company displayed its TGX with the D38 six-cylinder engine rated to 640 hp and 3000 Nm of torque – an engine we will be testing in Australia in the coming months. Fitted with the XXL cab, MAN has finally moved its automatic gear selector from beside the driver’s seat and onto the dash, but missed the opportunity to move the park brake as well to free up cab floor space. The fitout for the cabin included a microwave, coffee maker and TV in the rear cab lockers for a true home-away-from-home feel.

Scania also believes that, by 2031, the total cost of ownership for battery electric vehicles will reach parity with diesel for all vehicle segments, including long distance. Scania’s HEV is available now in Europe, and with the DC09 engine rated from 280, 320 or 360 hp with an extra power boost of 50 kW or 250 Nm through the electric motor, plus a range of 10 km on full electric mode, the new hybrids offer a great option around town. A PHEV (plug-in electric vehicle) will also be available soon, which you can add 22 kW of power in just 20 minutes to the batteries while a driver is on break. With PTOs, electric power steering and electric brake compressor, they can run on 100 percent electric power.

While at the press launch, MAN showed it is also looking well into the future by winning the Truck Innovation Award in Europe for 2019, recognising the company’s fully autonomous truck solutions that are already on the road. Some drivers are worried about the effect that autonomous trucks may have on the industry, but the message from the manufacturer was more about how they could assist drivers. Have you ever thought about the driver sitting in the safety barrier truck in roadworks waiting for the impact from behind? Well, MAN has automated this so the operator can stand at a safe distance when the truck is in the live lanes. PowerTorque ISSUE 86

FEATURE MAN also has seven trucks operating for DB Schenker, between Munich and the Hamburg ports, which drive themselves into the wharf area, so containers can be loaded while the driver is sitting safely in the lunchroom.

for markets outside of this in limited specs, but we are not quite ready to announce where just yet”. Volvo Trucks also introduced new and innovative solutions at the IAA show, with the FH 25 Year Edition taking pride of place to celebrate 25 years of the FH nameplate. But like the other manufacturers, Volvo too is moving into the transition away from diesel. The truck then drives back around to the exit gates to pick the driver up before heading back out on the highway. Navistar’s International LT, the next generation replacement for the ProStar, made a surprise appearance at the show on display under the TRATON stand as a sign of its commitment to a strategic partnership with procurement and technology development. Jim Nachtman, the product marketing manager for Navistar, gave PowerTorque an overview of the new LT series truck fitted with the A26 engine, based on the MAN D26, and with a few interior hints from Scania. Jim explained, “The LT was launched in 2016 for North America, and we are starting to work on getting it ready

In 2019, Volvo Trucks will begin selling electric trucks in Europe, with the Electric FE as the ideal base for a waste disposal truck with a GVW of 27 tonnes. “Electric mobility is an important part of our long-term commitment to sustainable urban development and zero emissions,” says Claes Nilsson, president of Volvo Trucks. Electric trucks, which produce no exhaust emissions, are ideal for use in indoor terminals and environmental zones that are appearing rapidly across many countries. Volvo also showed its liquefied natural gas (LNG) heavyduty trucks with the same power output and the same drivability as Volvo’s diesel-powered models, yet with CO2 emissions between 20 and 100 percent lower, depending on the fuel used. The new Volvo FH LNG and Volvo FM LNG for regional and long-distance transport come with engines rated at 420 or 460 hp. Gas-powered trucks have come a long way in the past decade and are now a real alternative. The star of the Volvo stand, and perhaps the IAA show in general, was the launch of VERA. This is a fully autonomous electric prime mover that is connected via the cloud to a command centre for moving trailers between fixed hubs, such as distribution centres, wharf precincts, etc. The most striking aspect is that it has no cab. It also raises the challenge of having to connect trailers by itself, which could result in some interesting experiences.

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Ford is a name we haven’t seen on the front of a truck for some time, but at the IAA the Blue Oval launched the all-new Ford Truck F-MAX. Starting with a completely blank sheet, Ford has spent five years and over five million kilometres on four continents developing the F-MAX, and in so doing has come up with an impressive product.

TRADE SHOW On its first public outing the Ford F-MAX received the International Truck of the Year award for 2019, an indictment that is voted on by judges from 23 European countries. Built in Turkey, the F-MAX comes with a 12.7-litre E6D Ecotorq engine offering 500 hp and 2500 Nm of torque through a 12-speed ZF automated transmission, and different drive modes such as Eco-Mode and Power-Mode help optimise fuel consumption. Another new truck coming out of Turkey proudly wears the BMC badge, although it has no relationship with the previous brand name of British Motor Corporation. We’re guessing the BMC Tuğra is not a product we’ll be seeing Down Under anytime soon, but it’s interesting to see not one, but two, new trucks coming out of a country other than China. BMC has been building commercial and military trucks since 1964, and its new truck may be a cheap alternative for some developing countries, along with other models like the VW Constellation from TRATON. The impression to take home from this year’s IAA was that alternative fuel options and vehicle connectivity are no longer marketing hype. These technologies will be part of real trucks that will start shaping the future of trucking in the coming decade, both in Europe and here in Australia.

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FEATURE

TOLL ROADS UNDER CONTROL Toll Group opens its high-tech control room – Story by Ed Higginson

PS tracking is common in most trucks, along with in-dash cameras, and engine and braking data, but how effectively do we use it? As they say, there is no point in having a fire alarm if no one can hear it, and the same is true for the monitoring equipment you install in your fleet.

Modern trucks are becoming evermore advanced, with technology to assist drivers, but how can this help everyone back in the office? With Chain of Responsibility legislation being an integral part of the Australian transport industry, companies are looking for ways to reduce their risks in real time.

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The Toll Group in Melbourne has now taken this to the next level by opening its first Australian control room to focus on safety and more efficient deliveries throughout the country. Having recognised the need to be able to react to fleet data and digital technology in real time, the control room will be staffed 24/7, 365 days a year. If an alarm is raised, operators can call their driver within minutes to assist and direct them to pull over if required, such as when they are showing signs of falling asleep at the wheel. Speaking at the official opening of the new facility, Toll’s president of group operational services, Peter Stokes, said, “Our team now has the very latest technology, enabling them to safely monitor and move our fleet across

TOLL GROUP

Deputy Prime Minister, the Hon. Michael McCormack MP

the national network like never before, 24 hours a day, seven days a week”.

sharing project that aims to improve road safety and infrastructure planning,” he added.

With 98 percent of the Toll prime mover fleet covered by GPS, and 52 percent installed with the Guardian Fatigue monitoring system, it’s a clear demonstration of the company commitment to the safety of its drivers, and the company interaction that resulted in a 16 percent reduction of total injures in the last financial year.

The control room features a massive video wall with a 9.5-metre interactive touchscreen LED display, the largest in Australia. Thanks to smart software, the system can integrate data from multiple sources, such as Toll’s in-truck telematics, dash cameras, scheduling software, driver rosters, truck allocations and weather data maps. It’s even possible to screen Foxtel if the need arises to monitor the news live.

“The new centre is an investment in the future of our transport network and will ensure Toll continues to deliver strong results for safety and on-time deliveries,” said Peter Stokes. “We are also announcing that we are partnering with the Australian Government under a new telematics data

“It’s like a giant iPad and can monitor 36 fingers working on it at any time,” explained Jacques van Niekerk, the national control tower linehaul manager. PowerTorque ISSUE 86

FEATURE “If there is an incident, we can see straight away what is on board the truck, who is driving, and where they are. If dangerous goods are involved, we can coordinate the response from here. We can bring the team together, look at the live data streams, or our document library for response procedures, and then assign tasks to emergency teams,” he added. Toll is also investing heavily in the technology being installed across its fleet. “In the trucks, we have different systems, so, if one fails, we have backup options,” said Jacques. “Our dash cameras are linked to Mix Telematics, which is the new GPS system we are rolling out in a standardised way across Toll. Seeing Machines, which monitors driver’s awareness, is then a separate system, all working on the 4G network,” added Jacques.

It works by using “face and gaze” tracking algorithms that measure the driver’s head position and eye closure with infrared sensors. When safety parameters are exceeded, audio alarms and seat vibration are immediately activated. Guardian also features a forward-facing camera that captures critical information about road conditions at the time of the event. When a fatigue or distraction event is detected, data and footage are immediately relayed to the 24/7 Guardian centre for analysis, which then alerts Toll’s control centre so operators can take action. The system is also linked through the Mix Telematics’ GPS monitoring system that comprises an on-board computer, plus an online tracking and information portal that gives access to valuable fleet reports and driver analysis. The live tracking system features real-time data on fleet vehicles’ locations as well as historical tracking, fuel usage, speed and real-time event notifications, identifying drivers and potentially restricting access to vehicles if required. Drivers are alerted to all the tracking systems with various stickers on the windscreen, but everything is highly visible as illustrated by the various cameras on the dash and just above the passenger door facing towards the driver. Toll and the monitoring system suppliers are keen to point out that, in most cases, the systems are there to help drivers before a serious incident occurs and protect innocent drivers involved in accidents caused by others, so many should welcome the technology.

With Toll’s new focus on fleet replacement and standardisation across the country, new trucks are mainly being sourced from Volvo, Mercedes and PACCAR, with the intention that they will be delivered kitted out with the same technology to feed into the control room. One such truck on display was a brand-new Volvo FH600 in DG specification coupled to a new set of Freighter curtainsider trailers, kitted out with all the safety features you would expect. On climbing into the cab, you are instantly reminded that safety is number one, with even the seat covers displaying the message, “Think Safe, Act Safe, Be Safe” and “Remember 3 Points of Contact”. Once inside, you notice the additional monitoring equipment positioned around the dash. Just to the right of the steering wheel are the Guardian sensors by Seeing Machines that constantly monitors the driver’s level of fatigue and distraction. Used by leading transport and logistics companies worldwide, including Qube, Rivot Mining and Finemores Transport as examples, the system is claimed to reduce fatigue events by more than 90 percent. So far, Guardian has intervened in more than 50,000 fatigue or distraction related driver events to significantly reduce incidents. 34

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“Initially, when we had to pull a couple of drivers over, they were reluctant, but today we have had calls thanking us for being there and helping them. Now they can see it is fitted for them, they appreciate the technology,” he added. The Deputy Prime Minister, the Hon. Michael McCormack MP, assisted in the official opening of the new facility and saw at first hand the latest technology in action. “It is an important milestone, not only for Toll, but for the community and industry in our quest to improve road safety across Australia,” Mr. McCormack said. “We know that in 90 percent of heavy vehicle incidents, it is not usually the heavy vehicle driver at fault. But, the fact is, the heavy vehicle gets an unfair wrap due to its size, so well done to Toll for this investment in safety. “I am very impressed with what I’ve seen here today. It is clear, a significant amount of expertise has been invested by Toll in this facility to support drivers and the community,” Mr. McCormack added. As part of Toll Group’s broader eight-year $1.6 billion investment in new fleet and equipment, the control room plays a key part in ensuring the Group’s compliance, becoming operational in time for Christmas and ready to cope with the expected surge in linehaul movements by 40 percent.

FEATURE

ACTROS UPDATE Join Ed Higginson at the IAA Hanover as Mercedes-Benz updates the Actros

s a major conglomerate in the motor industry, Mercedes-Benz has long been a technology leader in cars, vans, buses and trucks. This year the company showed it still held the same belief, saying, “Others talk, but Mercedes delivers”. And with sales up 38 percent so far in 2018, it’s proving that its new products are hitting the mark.

Firstly, Active Drive Assist is the first semi-autonomous system to go into a production ready truck. The Lane Keeping Function allows the driver to lift his or her hands off the steering momentarily, before the truck gives an audible alarm asking you to place a hand back on the wheel. Steering is smooth and precise on both straight and twisty roads, as long as the lane markings are clear.

We may just be getting used to the new Actros in Australia, but Europe has already launched the New(er) Actros to the European market, in front of 500 journalists the day before the IAA Truck Show. And, luckily for me, I was there to see for myself where Mercedes, and therefore many others, are heading. I was also the first to go for a ride in the New Actros around the streets to see that these are not just futuristic prototypes, but series production trucks about to go on sale.

The system also uses the proven Proximity Control system with stop-and-go functionality so the driver doesn’t need to brake when coming up behind traffic in town. If the car in front stops at the lights, the truck will stop gradually behind it. When the car moves off, the truck will get back up to speed without the driver needing to touch any of the pedals.

With 60 updates over the current model, there are some truly amazing features, with four world-firsts. 36

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During the drive on roads around Hanover, the system was clearly advanced and ready for sale. It never felt to be out of control and proved to a useful tool. I’m just not sure how the authorities in Australia would react to seeing your arms folded at 100 km/hr, or, an even bigger issue, if you were on your mobile phone!

MB ACTROS

Active Brake Assist 5 is the latest version of Daimler’s well-proven Active Brake Assist. It can now detect and react to pedestrians who step into the road ahead of the vehicle and perform an emergency stop within the truck’s limits. If the system detects an imminent collision ahead, either with a vehicle, a stationary object or person, the driver gets an alert. Then, if they take no action, the truck’s brakes are partially applied. If the driver still does not act, it will perform a full emergency stop then apply the electronic parking brake automatically. The dash is now a Multimedia Cockpit, with all the driver’s

information being displayed within two 10-inch touchscreen displays. The main display behind the steering wheel shows all the usual driving information such as the speedo and fuel information, plus actions of the Active Drive Assist. It can also be configured to suit individual preferences with the option to store six driver profiles. The secondary display is designed as a touchscreen to control features that would previously have had a button or switch, such as aircon, lights, or telephone. This display can also show the vehicle’s status, such as tyre pressures or axle loads. Both screens can be controlled using the two touchpads on the steering wheel too, just like a laptop mouse pad. PowerTorque ISSUE 86

FEATURE Mirror Cam removes the main external mirrors and replaces them with cameras to improve aerodynamics and reduce fuel consumption, while also increasing visibility when looking out past the A-pillars. Camera vision is then displayed on mirror-shaped visual display screens mounted on the A-pillars inside the cab. During my ride, the rear-vision camera display screens inside the cab were impressive for their coverage and for reducing the typical blindspots caused by modern large mirrors. Iâ&#x20AC;&#x2122;m curious why Mercedes has left the old-style side blindspot and front-mounted mirrors, maybe these will disappear soon, as seen on some other trucks at the show. I would also be interested to see how certain countries will react under their restrictive design rules in order to permit the move away from traditional mirror heads to camera vision alone. One neat benefit of the camera system is that you can easily see around the outside of the truck at night, when you have the curtains closed, to check your security.

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Mercedes unveiled its â&#x20AC;&#x2DC;Future Truck 2025â&#x20AC;&#x2122; at the IAA Truck Show back in 2014, but the company has since been a little conservative with its timeline, given that many of the features are only now being made available in 2018. These include specific features such as Sideguard Assist that detects objects alongside the truck and trailer or moving into the turning path of the vehicle combination. In these circumstances the vehicle is able to apply the brakes without driver intervention to protect cyclists and pedestrians. Mercedes will also fit Traffic Sign Assist to the new Actros, which is able to detect speed limits, no-overtaking zones and other warning signs to show them on the display. The system also issues warnings when the driver ignores the rules.

MB ACTROS While all these features have the aim in mind of trying to make the Mercedes truck the safest on the road, an important bi-product of this technology is the improvement of fuel economy. Operators in Australia that have switched to the Actros Euro6 technology claim impressive fuel figures. These new refinements and improvements result in further claims of an additional 5.0 percent economy improvement, providing a financial incentive as well as safety benefits for early adopters. Impressions from the first ride in the New Actros were fantastic. It’s an ultra-modern design both inside and out. If the functions work as described, then I look forward to taking the truck for a serious test back in Australia, hopefully soon. The New Actros certainly took centre stage, but with over 17,000 square metres of display area full of trucks, vans and buses, there were many other interesting vehicles on the Daimler Truck stand. As with many other manufacturers, Mercedes has proven power alternatives to the diesel engine. These include the

Actros NGT powered with natural gas, which is becoming increasingly popular in Europe at the moment with a lot of new fuel stations opening. Also on display was the fully-electric eActros in striking blue livery. This hit the road back in 2016, along with the FUSO eCanter that went into production mid-2017. Both are serious alternatives to light diesel trucks around town. For those requiring similar efficiency further down the weight range, Mercedes-Benz vans will soon be offering a full suite of e-Power models in the eVito, eSprinter and eCitaro in full-electric drive. The key features of the eActros are eleven battery packs in the frame area and underneath the vehicle, with a total capacity of 240 kWh and wheel-hub-mounted electric motors with a maximum output of 2 x 126 kW. There is a small weight increase with the batteries, but this is constantly reducing through developing technologies, plus the EU is allowing an additional tonne in the permissible GVW for trucks with alternative drive systems. At 200 km, the range of the eActros is enough for the typical city run. The FUSO eCanter is Daimler’s first series-produced light-duty truck with all-electric drive. It is already serving a range of customers in six major cities in North America, Europe and Asia, running emission-free and virtually silent. The six batteries deliver a total output of 82.8 kWh offering a possible range of more than 100 km, with an electric motor output of 129 kW. The FUSO eCanter has a payload of up to 3.5 tonnes, depending on the body and application, which should meet most requirements. With so many new technologies and drivetrain options, Daimler Trucks has a solution for most markets around the world, and it’s clear why the company continues to be one of the market leaders. Despite the Australian Federal Government’s rejection of climate change, PowerTorque fully supports these new advances and the possibility of their appearance on the Australian market within a short timeframe. Industry and forward-thinking operators are already pushing for safer and cleaner trucks, and, hopefully, they will be supported by the Australian vehicle regulators and government as they also realise the potential these technologies bring to our environment. PowerTorque ISSUE 86

FEATURE

MOVING FORWARDS

Brenton Oâ&#x20AC;&#x2122;Connor joins the Freightliner team as it evaluates the potential of the all-new Cascadia

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hen first previewed by the Australian transport media, the first Freightliner Cascadia was introduced in left-handdrive format, displayed as a static, rather than drivable prime mover. Some months later, with the development programme having swung into gear, it became possible to drive this truck, plus get behind the wheel of a second left-hand-drive unit at the AARC (Australian Automotive Research Centre) coupled to B-double trailer sets operating at 60 tonnes. This latest drive programme was all part of Freightliner Australia’s plan for comprehensive testing of the new Cascadia range through 2018, before going on sale to the general public in 2020. For general manager of Freightliner Australia, Stephen Downes, the Cascadia launch is set to become the largest scale test programme ever conducted for Freightliner outside of the USA. This attention to detail shows how keen the company is to put to bed any quality issues and other teasing complaints that might surface from the current range of Freightliner trucks, largely based upon the Century Class platform launched in Australia in late 1999. The early adoption of this high-level evaluation process is based upon the successful formula used by the Mercedes-Benz truck division with its two-year testing programme, conducted prior to launching the Actros. If successful, it enables Downes and his team to replicate the smooth launch process within Australia for Freightliner Australia and the new Cascadia.

FREIGHTLINER CASCADIA With both the initial test trucks being left-hand-drive, any thoughts of driving them on Aussie roads was constrained by the permits provided by VicRoads that limited access to Freightliner Australia staff. To counter this restriction, an event was arranged at the AARC in Anglesea for the transport media to get behind the wheel for some initial impressions of the product, obviously very early on in the testing process, before final specs are nailed down for Australian trucks. Two day cabs, in standard USA spec, were taken straight off the production line to test them in Australian conditions for durability, fuel economy and rear-axle ratio selection, together with making cooling system checks in order to ascertain how the product stands up to our local conditions. The first truck was the Cascadia 116” BBC (bumper to back of cab), known as the short-bonnet version. Powering this model was a Detroit DD13 at 505 hp with 1850 lb-ft of torque, driving into a Detroit DT12 overdrive transmission. The DT12 is a fully automated manual transmission (AMT) based upon the Mercedes-Benz AMTs. Instead of being sourced from Europe, the transmissions for Freightliners are produced in the USA and are branded as Detroit. The dictates of the North American market, with its variance of speed and weight from Europe and Australia, means that calibration and shift programming are completely different from those in use in Europe in order to tailor performance to suit the unique needs of the different markets. The DT12 was driving into Meritor tandem single hypoid 46-160 differentials, using Freightliner’s tried and tested 46K AirLiner suspension. First impressions upon climbing into the Cascadia cabin were centred on the doors, which feel really solid and close the way you’d hope all doors would close. The closure action is simply light years ahead of the doors typically found on previous Freightliner cabins, and the use of triple-lip seals fitted to the doors helps to keep down any potential for wind noise and dust intrusion. Getting comfortable with a steering wheel and pedal installation being mounted on the left-hand-side of the cab can take a little time to familiarise, but once on board it’s easy to dial in a comfortable driving position. Unlike the Century Class-based cabin, armrests are fitted on both sides of the driver’s seat, made possible by it being mounted further into the cabin. The seats were trimmed in leather, which looked smart and they were comfortable, something Freightliner seats have typically lacked when compared with the Ezy-Rider and Xtreme HD seat range fitted in the past. According to a Freightliner source, there will be the option of ISRI seats. The slopping bonnet of the 116” Cascadia meant there was almost no bonnet visible from the driver’s seat – giving the driver the impression it was almost like sitting in a cabover vehicle through the level of vision available.

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FEATURE The mirror brackets are underslung, which helps to reduce wind drag and also reduces blind spots, particularly relevant when traversing roundabouts. The interior dashboard was “Saddle Brown” which was quite nice and more appealing than the dreary shades of pale grey typically found in American trucks. At this stage, only a single-DIN radio/CD unit was fitted. However, Freightliner is apparently working on a doubleDIN unit with touchscreen functionality and B-double route mapping, something that should be made standard on the new range. Disappointingly, the HVAC system continues to use manual air conditioning/heating rather than automatic climate control. This low technology system requires the driver to constantly adjust the temperature to maintain the desired comfort standard throughout the day, rather than being able to set and forget their preferences. The main instrument cluster, steering wheel, left-hand stalk that controls the window wipers, and the right-hand stalk with controls for gear selection, engine brake and manual gear upshifting and downshifting, are all sourced from Daimler’s shared parts bin. This achieves a degree of commonality with the new Mercedes-Benz range as well as the new Fuso heavy truck, not yet introduced into Australia. For fleets running both Mercedes and Freightliner, this is surely a good thing for driver familiarisation. Prior to driving the Cascadia, I had been told to think of the truck as representing a bonneted Actros. Despite some common parts sharing, this is definitely not the case. This truck still has a very American feel about it, and still sports the two separate plunger-style park brake and trailer brake valves. Also, at this stage, it lacks ECAS (electronically controlled rear suspension) to raise and lower the airbag suspension to the desired height. The truck drives like a typically American conventional truck, albeit a nice one without rattles and displaying just the odd squeak here and there. The cab interior noise levels are lower than most American conventional trucks; however, they aren’t European in nature. At the time of driving, the gearbox shift strategy had not been finetuned to the Australian market and was unsuited to our high gross weights, shifting differently

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from the Actros. It was inclined to hold the gear longer and increase revs, rather than upshifting earlier to keep revs down, as found with many of the Europeans. Ride quality of the 116” was particularly nice, as this truck was fitted with two-leaf parabolic springs on the steer. The cabin, in day cab guise, is fixed at the front and fitted with airbags on the rear mounts. These convectional cabs have far less pitch and roll, particularly on rough roads, than compared to European cabovers, where the common complaint from drivers is a sense of ‘sea sickness’ from the cab movement. The DD13 with its 505 hp did a remarkable job of propelling the laden B-double to highway speeds. More remarkable was the engine brake, which did a superb job of retardation down steep gradients. This component has been a standout feature of the new Actros range, and will no doubt be appealing in the Cascadia. Moving to the bigger Cascadia with its 126” BBC, meant stepping up to the big bore DD16 producing 600 hp and 2050 lb-ft of torque. Immediately noticeable is the much longer bonnet. By no means considered obtrusive, there is no confusion when driving the 126” that this is a conventional bonneted truck. Loaded to the same weight as its smaller sibling, the extra power of the DD16 was immediately noticeable, particularly when accelerating from a standstill up to 100 km/h and emitting a deep throaty bark. As expected, the engine brake performance of the DD16 was even better than the 13-litre engine when fully laden and descending steep gradients. This larger Cascadia had the transmission programmed to performance mode rather than economy mode, which meant the engine revved out further in each gear than the smaller truck. However, I don’t feel this was necessary as the engine has sufficient torque and power to upshift earlier, which will help to control fuel consumption and maintain low in-cab noise levels due to the lower engine RPM. As an early impression, this new Cascadia range is going to be a game changer for Freightliner Australia, bolstered by the enthusiasm displayed by Stephen Downes and his team.

DRIVEN BY

TRELOAR TRANSPORT “Where we are south of Devonport the conditions are challenging and the application demanding. The terrain is undulating, the trucks operate at a heavy weight, often travelling on gravel roads that are wet and slippery. I’m expecting longevity out of the ProStar®, especially if it’s anything like our other INTERNATIONALS.”

John Treloar, Managing Director, Treloar Transport

The new INTERNATIONAL® ProStar® is driven by one of the most trusted partnerships in trucking, Cummins® and EATON®. Featuring the latest Cummins® X15 SCR engine delivering up to 600 horsepower (447kW) and 2050 lb.ft (2,779 Nm) of torque and with the choice of an EATON 18-speed manual, or the clever EATON UltraShift™ Plus 18-speed AMT, the ProStar® is ready for the toughest jobs. And by activating Cummins’® ‘ADEPT’ suite of innovative features including ‘Smart Coast’ and ‘Smart Torque’, the UtraShift® Plus provides engine and transmission integration like no other. It’s a partnership that works according to John Treloar.

DISTRIBUTED EXCLUSIVELY BY IVECO

INTERNATIONAL® is distributed exclusively by Iveco Trucks Australia. To find your nearest dealer call 1800 4 IVECO or visit www.international.com.au

FEATURE

TRATON ON TRACK

A new dawn for global transport as Volkswagen Truck and Bus restructures There’s nothing understated about the decision by Volkswagen Truck and Bus Group to change its name to TRATON Group. The announcement was timed to coincide with the IAA Expo in Hanover in Germany, and while the show it itself is a huge extravaganza of displays and investment, even that paled a little as the individual exhibitors fought to make their presence felt against the onslaught of this massive corporate coalition.

At the opening presentation of TRATON Group at the IAA, CEO Andreas Renschler explained the derivation of the name TRATON is an abbreviation of TRANSFORMATION, coupled with TRADITION and TRANSPORTATION. It also aligns the new group name with the possible preparation of an IPO, (International Public Offering) or stock market launch, opening up interest amongst institutional investors for the future.

Three years ago, Andreas Renschler, the ex-chief of Daimler Trucks, changed allegiances and became the head of Volkswagen Truck and Bus. Now the operations of Volkswagen commercial vehicles have combined with Scania and MAN, with the bold statement that the final entity created would achieve the dominant position amongst the world’s truck and bus manufacturers.

Further members of TRATON Group, in addition to MAN, Scania, VW Caminhoes and Omnibus in Brazil plus RIO, a digital open platform to merge customer business through a broad range of smart cloud-based solutions, include Solera digital technology, a strategic partnership with Hino Motors Japan, a 25 percent stake in SINOTRUCK in China, plus a 17 percent stake in Navistar Group and International Trucks of North America.

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“We need to ‘SCANIAfy’ the products and then ‘MANify’ the products”

TRATON GROUP In the first half of 2018, TRATON’s commercial vehicle business continued its successful track record of profitable growth and has significantly increased its sales. The Group has sold 112,130 vehicles, an increase of 16.4 percent over the first half of 2017. Between its founding year of 2015, and 2017, sales increased by 14.5 percent. During the same period, revenues went up 16.8 percent to €23.9 billion. Operating profit before special items between 2015 and 2017 saw an increase of 61.4 percent to €1.7 billion, resulting in an operating return of sales of 6.9 percent. Since 2015, MAN has increased its return on sales from 2.3 percent to 5.3 percent. Scania’s FOCUS & AMBITION programme has led to a further improvement and the brand sustained its industry-leading profitability. Return on sales increased from 9.8 percent to 10.1 percent from 2015 to 2017. Volkswagen Caminhões e Ônibus has aligned to new market capacity and is strongly positioned to benefit from the expected market recovery. Return on sales improved from -11.5 percent in 2015 to -9.2 percent in 2017. The combination of all these industrial strengths and synergies come together in TRATON Group as a means to reduce overall engineering costs by developing a joint powertrain family using a common base engine. It is expected that this engine and driveline will be installed in more than 50 percent of all heavy-duty trucks produced by the TRATON Group from 2025 onwards. TRATON expects major synergies to result from this and other powertrain platform efforts, given that the powertrain usually represents more than 60 percent of a truck’s value.

In the area of purchasing, TRATON is successfully pursuing its ‘Lead Buying’ concept. By increasingly bundling the volumes of MAN, Scania and Volkswagen Caminhões e Ônibus for selected components, the Group is driving short-term and long-term commercial synergies. As of today, already 35 components are part of the Lead Buying initiative. TRATON GROUP members can traditionally claim marketleading positions in Europe and Latin America, and, with its ‘smart partnership’ approach, it has quickly gained access to additional markets across the globe. The partnership with Navistar in North America already means that technology cooperation is fully on track and both partners expect to see first ‘start of productions’ by 2020/2021. In Asia, the recently announced strategic alliance with Hino Motors is gaining pace. Hino has sold around 175,000 units during the 2017 fiscal year, of which exports amounted to 110,000 vehicles. In addition to Japan, Hino serves the key markets of South East Asia and Australia, while also maintaining a presence in North and South America, and the Middle East. Joining forces in e-mobility would allow the partners to share their development efforts and market products in shorter time. The partners feature complementary approaches, with Hino Motors focusing on light and medium-duty trucks, while TRATON’s focus lies on heavy-duty trucks.

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FEATURE

In the important Chinese market, TRATON now has an interest through MAN’s partnership with Sinotruck, the largest manufacturer of heavy-duty trucks in China, of which it holds 25 percent plus one share. With the support of this joint venture, MAN will localise a heavy-duty truck in China. For the European market, Scania as well as MAN are currently conducting platooning exercises. This follows the first autonomous trucks being delivered to customers by Scania, for use in the areas of mining or harbour logistics. With its alliance partner Navistar, TRATON is expected to connect more than 900,000 vehicles, with the RIO connectivity environment being the backbone of the Group’s digital ecosystem, offering digital solutions for transport and logistics. As the TRATON name becomes know globally, the group will be impacting on the Australian market through its expansion across North America. Navistar has undergone its own financial woes in recent years, but, under the guidance of ex-GM executive Troy Clarke, it’s seen a substantial strengthening in its performance. It’s an important factor in Navistar’s favour that it can offer TRATON the largest national truck dealership operation across the North American market. That means an almost instant market penetration into the US that’s ready and waiting for expansion and integration.

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Navistar is a major manufacturer in the NAFTA region, building around 100,000 trucks and more than 10,000 buses per year. The heavy-duty category accounts for two thirds of the truck production, with the International product range serving the class 4 to class 8 segments (6000 kg – 15,000 kg) with a total of nine product lines. International has production sites in the USA, Canada, Mexico, Brazil, and South Africa. Navistar has joint ventures with Ford, JAC (China), Mahindra (India), and Tatra (Czech Republic). Today, Navistar can offer its customers a 12.4-litre engine, known in North America as the International A26, which is based on the MAN D26 engine and used in International trucks from 380 hp to 480 hp. By capitalising on the available synergies through TRATON Group, and with increasing commonality of components, it’s highly likely that selected International trucks will be sporting a broader range of MAN-derived engines, together with Scania-supplied Opticruise automated manual transmissions throughout the powertrains used by International. Cummins engines and Eaton transmissions will remain optional in selected applications. Speaking to PowerTorque, Andreas Renschler, TRATON CEO, said, “This is a partnership with a leading truck and bus manufacturer that has a particularly strong presence in Asia. We complement each other perfectly in terms of our regional

ANYTHING BUT GENERAL CARGO You carry the essentials that make our world go round. Essentials that we often take for granted. Most people have no idea about the long hours spent on the highway. To arrive on time you need a vehicle that is anything but general. This is why we donâ&#x20AC;&#x2122;t do one-size-fits-all trucks. No. At Scania, we tailor solutions for the only business that matters. Yours.

For more information about our new generation trucks and services simply contact your regional Scania Account Executive or visit www.scania.com.au

FEATURE positioning and products, as well as our shared ideas of how we, together, can shape the future of transportation”. During the launch programme, PowerTorque was invited to have informal and exclusive one-on-one interview sessions with the leading executives of the different brands, including Troy Clark, president and CEO Navistar International Corp; Henrik Henriksson, CEO and president of Scania; Eric Tech, senior vice-president within the TRATON Group representing Navistar International; and Chris Ito, director of innovation and design at Navistar International. It’s a particularly rare event these days to have uninterrupted and unscripted interview opportunities with senior members of the industry, and particularly noticeable was the upbeat attitude of all concerned as they enthusiastically commented on the way forward for the group as it affected their own brands. When asked if he was comfortable with the position of Navistar in today’s market, Troy Clarke replied: “I believe in the progress we’ve made, and I have a good management team that has put in a good, hard five years to get the company turned around. We had to get the foundation right. We had to get our quality right and our cost structure and regain the customers’ confidence. “When I came to Navistar in 2010 it was all about global growth and expansion. We had to get the base right, so we did, and now we have the opportunity to grow. Once you disappoint customers, sometimes it’s hard to get them back. Now we’re getting them back. “It’s a very cyclical market, and the problem was that we could not have invested in technology. “We sought a joint venture or business relationship with MAN, and asked could we do something together?

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“Although it didn’t result in anything then, when Mr. Renschler came on board we had a conversation about how serious we were. Ultimately they took an equity stake, with two board seats, and then a technology agreement that gives us access to technology that covers our market. “In the immediate short term, we tapped into their purchasing scale. They had three or four times our purchasing power”. PT: The return of International to the Australian market – are you happy with that initiative? Troy Clarke: “I am, but that’s really because of the next phase. The International LT is a new platform. I look at that and it’s a great truck for the Australian market. They really know the business (Australian operators) and they helped us to improve when we first went over there. “This is an even better truck (than ProStar), and gives us much better opportunities. We can put in the right-handdrive option much more easily, with the design enabling us to move the engine back and have a much larger pedal area for the driver on the right-hand-side, so we don’t comprise anything for the driver”. PT: Will we see the LT as a challenge to Cascadia, and is it your intention to compete against Cascadia in the Australian market? Troy Clarke: “It’s our intention to be a major competitor to Cascadia. We haven’t made an announcement yet and don’t have a date yet. There are a couple of really good pointers over there, we just want to be one of them. We’ll let the market figure out how we go”. Henrik Henriksson - CEO and president of Scania, together with Eric Tech - senior vice-president within the

TRATON GROUP TRATON Group representing Navistar International, gave their views also on the opportunities now presenting themselves through the TRATON Group. “We are very happy with the powertrain options that we have kicked off, these are progressing even better than we had hoped. With some of the existing things that the group is working on, I think you’ll see some really good results in the powertrain area for the group,” said Eric Tech. Continuing, Mr. Henriksson added, “From a group perspective the idea is to create a common platform up to say 60 percent common, and then adapt it to the needs of the individual brands and the local markets and we need to work together for that. “We need to ‘SCANIAfy’ the products and then ‘MANify’ the products, and that way we can create a common phase while maintaining the individuality to meet the needs of the brands and keep the brand positioning. That goes for conventional powertrains. “We need to do the same with electrification and e-mobility. With the speed that things are going we need to find the platform synergies, but it is also important to tailor make the vehicle as a component for each brand as we have different positioning and there are major differences between the North American and European markets. We need to do it in a clever way or we kill the brand”. Commenting on the European brands, Eric Tech said, “These guys are much more vertically integrated than we are. The American market is about choice. Just as our competitors have done, they have integrated options as

well as non-integrated. I think this will be the case in the US for quite a while. This provides a vertically-integrated option of powertrains as well as drivelines that we don’t have today. We are going to do both and not force the customer into buying our product the way it is. We are all about choice, and with the vertically-integrated option we are really looking forward to it”. “Our business is about uptime and getting it back up there for support,” added Henrik. “The competitiveness is such that fuel economy alone can lose you deals by just 2 or 3 percent. It’s only the big groups that can keep up with that speed”. PT: How do you ramp up your production to match that demand? Henrik: “That is a challenge, as you have to support the need. At the moment we have enough capacity to support Scania vehicles and certain models of MAN and our other partners. We need to build up capacity, in Europe as well as Latin America. Because of the regionalisation of the politicians at the moment, you need to have production options throughout the world – North America, South America, Europe, Russia, India and China. More or less everywhere. We need to make that investment anyway”. As Eric Tech pointed out: “Both MAN and Scania are scale players in Europe, and we are also scale players. You figure out what’s the best capacity from a business case. We think there will be real efficiency advantages with the powertrain integration”.

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FEATURE

“It’s also about sharing the capacity and investment,” said Henrik. “The North American market is very unique, but we see more advantages in creating a complete powertrain from the engine, the engine management system, the gearbox and the intelligent software. It’s the whole powertrain that we have to look at, but there will still be the choice of what the customer wants. “We have 350,000 connected vehicles on our own platform – we have not yet formed a connected platform and that’s what we will share. When it comes to the service they will still be brand-new vehicles. Scalability – it’s a basic platform that we share and then build your own brand for integration. Eventually, we will all work with electrified vehicles, and in the future it will all be about getting as many kilometres out of the battery as possible. “We can tailor the battery and software management that control the duty cycle of the battery to suit the operation of the vehicle. Depending on the operation, we can dig deeper into the battery for more power. We have looked at electric power for trailers, but that creates problems for customers that change trailers,” added Henrik. The commonality of powertrain and drivetrain componentry is not the only aspect of truck manufacturing to gain from different companies working more closely together over global infrastructure.

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As Navistar’s Chris Ito explained to PowerTorque, “Undoubtedly, in the future, the design studios will achieve a synergy between each brand when it comes to simple componentry such as switches, gauges and instrumentation, together with improved ergonomic approaches. It’s not a conversation I have had yet with other brands in the group, but there are many ways to cooperate without running the risk of losing the individuality of the brand”. The formation of TRATON Group leaves little to the imagination in terms of how competition across all competing brands in the global market will now intensify. Manufacturers that have maintained their brand independence will find that, without partners and associates, they could be left without close allies, resulting in a difficulty to leverage cost savings that can be achieved by collective purchasing or in-house supply. At the end of the day, trucks have to perform reliably, economically and safely. Electrification will change the way that local distribution operations do business, but for the long-haul operator it will be business as usual for many years to come. However, one thing is certain – in order to compete globally, there’s no room for complacency on the part of any truck maker as the competition continues to strengthen.

SINOPEC

SMOOTH MOVES

David Meredith reports on the latest in lubricants from Sinopec

t’s very rare these days that you hear of highly stressed racing cars that blow engines – broken rods, blown heads, unfortunate holes in the sides, etc. Mostly it’s the electrical add-ons or other components that fail. It’s a similar picture in truck powertrains.

Much of the reason is advanced metallurgy, but an even more significant contributor to reliability is lubrication technology. The mineral oil characteristic of viscosity reducing with an increase in heat has been reversed. Most synthetics improve their value as the temperature climbs – most helpful in our Aussie trucking environment. The technology of keeping metal from metal by maintaining an impossibly thin veneer of lubricant on a cylinder wall no matter what aggravation is going on in the combustion chamber, is a black art that has made trillions for the major oil companies. It also keeps us on the road. That’s why the release of a new range of lubricants attracts the attention of big fleets and mining equipment operators. Sinopec kicked off in Beijing China in 2000, with the Chinese Government as owner, and immediately started selling into a gargantuan domestic market that was devouring petroleum products at an exponential rate. That’s why it already claims to be the world’s largest oil conglomerate, ahead of comparatively staid organisations like Royal Dutch Shell, which has built itself up in various guises since 1907. That group has control of nearly 14 percent of the globe’s known oil reserves, and generates 84 percent of the Netherland’s GDP. But it still comes second compared to Sinopec.

first fill products in their Chinese plants, and recommend the same for second fill and ongoing services. In the truck arena, Mercedes-Benz has given technical approval for Sinopec to supply Benz oils and transmission fluids to its customers in Indonesia and India. The Chinese truck brands, Foton, Sinotruck plus Shanghai Diesel, Weichai and JAC, are of course in lock-step with the government-owned oil giant. The latest product in its range is its Tulux T700 diesel engine oil. It’s suitable for EGR, SCR+DPF and FE emissions systems. The CK-4 15W-40 product is approved for all engine builders presently on the road here – Volvo Group, Cummins, Detroit, Caterpillar, Daimler and MAN. Sinopec claims the product is a significant step-up from the T600 range and offers reduced coking, lower coefficient of friction and a longer oxidisation onset time. More than ten years of development and independent testing in the mining industry supports the company’s claims for reductions of wear rates when using Sinopec oils and fluids. In a fleet of 150-tonne dump trucks on one client site, Sinopec claims the reductions in copper readings in engines, transmissions and hydraulic systems ranged between 52 and 84 percent over former products. Here in Australia, major miners are rapidly adopting autonomous dump trucks, and, as the trucks are able to work virtually non-stop, lubricants are critical to efficiency and uptime. Hence the release of new products in Australia recently, where Sinopec engineers and specialists presented extensive data to support the technical development of its lubrication technology.

Here in Australia it distributes lubrication products through International Lubricant Distributors (ILD), a Melbournebased company with facilities across Australia.

Sinopec distributor, ILD, offers a technical services package that includes a comprehensive programme of lubrication quality standards for each customer, depending on the size and make-up of the fleet. It includes training and programmes for handling, storage, scheduling and treatment of all fluids essential to high productivity and longevity.

A snapshot of the company’s supply contracts reveals that major global car manufacturers that build in China, such as Toyota, Ford, GM and Peugeot, use Sinopec fluids as

Longer lubricant life is set to play a more important role as trucks and machinery are expected to handle extended service schedules while maintaining maximum work rates.

The company markets its products around the world, although with nowhere near the market exposure as the brands of the traditional groups.

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MANMADE FEATURE

nhanced fuel efficiency, old fashioned customerfocused service, an expanding workload, and hassle-free maintenance contracts, lure Park Ridge, Qld, based transport operator, Grayson Haulage, away from its historically Kenworthbased fleet to their first MAN D38 TGX 26-580.

According to Grayson Haulage co-owners, and father and son team, Cameron and Ross Grayson, when sitting down and evaluating the figures on their next fleet purchase it was hard to go past the MAN.

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Grayson Haulage settled down for the future with MAN – Warren Caves looks at the appeal of the “other” German manufacturer – Images by Torque it Up

Established in 2014, Grayson Haulage has gone from its two original trucks operated by the owners, to now boasting a fleet of 10 prime movers and 13 trailers. Originally working locally for a large supermarket chain transporting produce with single trailers, work has now progressed to predominantly interstate routes utilising their own as well as their prime contractor’s B-double trailers operating to and from Brisbane, Sydney, Melbourne and Adelaide, with a little flat-top work out to mines in western Queensland, a task for which they utilise subcontractors.

GRAYSON HAULAGE Grayson Haulage now employs a total of 16 staff and five subcontractors, with the company’s main focus being the east coast interstate work for its prime contractor. Ross says this work is kept within the company and not subcontracted out, “We have worked really hard to get where we are and like to be in total control of this contract”. When the time arose for a new truck purchase, two trucks were shortlisted for the job and trialled, a K200 Kenworth, supplied by Brown & Hurley, and a MAN with the smaller capacity 12-litre 540 horsepower engine. “We trialled the two trucks, side by side. The Kenworth was rated at 550 horsepower and definitely had the better power, but the MAN won on comfort, while the fuel economy figures seemed fairly equal. We believed that the TGX 26-580 MAN fitted with the larger 15-litre engine would do the job a little easier and produce better results in the fuel economy area. Currently our trucks are covering around 240,000 kilometres each per year, so fuel economy is extremely important to us,” said Ross and Cameron. Penske Power Systems of Wacol has been utilised by Grayson Haulage to supply rental trucks from time to time through their Penske Truck rental program, which offered the first introduction of the MAN truck to Grayson Haulage.

“We were happy with the MAN trucks we have rented previously, and Callie LeRoux of the Penske sales team has watched us grow and been very active in trying to gain our business, eventually supplying the 540 MAN for us to put to work on trial,” said Ross. The final winner was the MAN D38 TGX 26-580. This new MAN D38 TGX-580 has been in service now for around five weeks and has clocked up some 28,0000 km. Ross says the first trip returned an average fuel economy figure of 1.8 km/l, which was about the same as the 540 hp model and the Kenworth K200. However, since then there has been a reported trip average of 2.45 km/l by the driver, who Ross said is constantly trying to better the figures using the in-dash display. “We operate under Mass Management at weight all the time in both directions. Our gross weights only vary slightly anywhere between 58 and 64 tonnes, and we envisage that we could see fuel savings based on these figures between $500 and $900 per week with this truck”, he added. Penske at Wacol, through its telematics programme, monitors all aspects of the truck including service schedules, maintenance, performance and fuel economy, and sends through a report at the end of each week. Over the life of the truck, so far, the average fuel economy report records 1.94 km/l.

“Some drivers are very loyal American-style truck guys, including the driver currently in the MAN, he loves the truck and the automated transmission and doesn’t want to get out of it” PowerTorque ISSUE 86

FEATURE

Logan Timetoe, driver of the new MAN

The two-stage turbocharging of the D38 engine produces full torque from low rpm, enabling a lower rpm operating range resulting in greater fuel efficiency and reduced engine wear. “It was a bit of an unknown with the MAN 580 for us as to how it would perform in Australian conditions at big weights, but so far it’s ticking all the boxes, and for traditional Kenworth owners that’s saying a lot. We also among our drivers have very loyal American-style truck guys, including the driver currently in the MAN. He loves the truck and the automated transmission and doesn’t want to get out of it,” said Ross. “The MAN really smooths out the roads, and that equates to less fatigue at the end of the day as reported by our drivers – we have gone with the XL cab, which isn’t huge by any standards, but it’s adequate. “One thing we did identify with the rental truck was that the mattresses were not good, with little support. They may be okay for the occasional night away, but for long-

Ross Grayson (on left) with his wife Imogen and Cameron Grayson. 54

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term sleeping they were not up to it. The team at Penske actually went and found a local mattress manufacturer and had a better-quality mattress made, which is indicative of the type of customer service we have experienced from them. “The cab has full wraparound curtains, overhead cupboards and is tall enough to stand up in. We have fitted electric cab coolers powered by dedicated lithium batteries with low-voltage alarms. These units have a run time of around nine hours, which is plenty, and they’re extremely cold,” said Ross and Cameron. On the safety side, the MAN is fitted with adaptive cruise control (ACC), EfficientCruise a GPS-controlled cruise control system, electronic stability programme (ESP), lane guard system (LGS), ABS braking and emergency brake assist (EBA). Ross said, “The premium sound system with sub-woofer is also a hit with the driver”.

SAFETY. ITâ&#x20AC;&#x2122;S AS IMPORTANT TO US AS YOU ARE TO THEM. Kenworth offers a comprehensive range of active and passive safety options to help get you home. After all, the most precious cargo we transport is you.

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FEATURE Cameron Grayson, a qualified mechanic, looks after all the maintenance requirements on the existing Kenworth fleet with servicing schedules of 20,000 km ensuring long-term reliability from the trucks. With the MAN they have opted for a scheduled maintenance contract with a monthly figure for each truck covering all the maintenance requirements. “We weighed up the cost of doing the work ourselves and decided it was cost efficient and also freed up some of my time to leave the maintenance to Penske at Wacol, there is also the security of the one-million-km/five-year warranty,” explained Cameron. Ross added, “The fact that Penske has the rental arm of the business also works in our favour when it comes time for servicing or maintenance. We just drop our truck in, grab a rental vehicle and it’s business as usual – we only get paid when the wheels are turning, and this is a big bonus. I have even heard of Penske towing out a rental truck and towing a breakdown back to keep your business moving. “They (Penske Power Systems, Wacol) seem to be more customer focused,” said Cameron.

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“Business has grown at an amazing rate for us and I could easily utilise another ten trucks, but we want to control our growth a bit and not overcapitalise. In saying that, we have outgrown our current location and have made inroads to move to a more suitable location at Yatala in the near future. “Our prime contractor is commissioning another four B-double sets early next year, which sees us in the position to purchase a further four trucks. With Penske and MAN winning the race for our business at the moment, I can see us with another four MANs – I think that’s the way we’ll go. “We did our figures on a four-year plan, and with the low, whole-of-life cost on offer from the MAN, it seems the way to go. Even when you factor in a lower resale value, the numbers are still looking very favourably towards the MAN. “At the end of the day, the customer service from Penske Power Systems of Wacol is top of the line,” concluded Ross.

LONG TERM

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FEATURE

GAINING GROUND Warren Caves joins Corbet’s Group for an update on the company – Images by Torque it Up

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hen Al Corbet started out as a logging contractor and sawmill operator back in 1970, the family business was a lot different. Firstly, his original AB 180 International, with its 6V53 GM soundtrack wouldn’t pass muster today, and, secondly, because the Corbet’s Group of 2018 is an almost unrecognisable derivative of those humble beginnings.

CORBET’S GROUP “We’ve always had the philosophy of if there’s an opportunity we will look at it, and if it seems viable we will get into it, even if it’s not our core business. This can carry us through quiet periods in different areas of our operation, allowing us to allocate drivers and equipment from the slower areas to busier tasks,” said Andrew.

Headquartered at the original Gympie location, which used to be a farm, Corbet’s Group is still a family run business, with Andrew Corbet, Al’s son, steering the company alongside Al to an ever expanding and incredibly diverse transport future.

Corbet’s Group currently employs 250 people, including drivers, mechanics and technicians, tyre fitters, machine operators and admin staff to keep over 100 trucks and 200-plus trailers on track, plus a whole lot of associated plant and equipment. Company operations are based at the Gympie location, with additional yards at Dalby, Goondiwindi, and Gladstone.

Around 2000, after some time working in the mining sector, Andrew took an active role in reinventing the company, which had moved away from trucks a little.

Interstate drivers for Corbet’s are generally on a two-week rotation, working on a variety of tasks in areas such as Mt. Isa, Roma, Murwillumbah, and as far south as Renmark, SA.

“I started with one truck carting woodchip, which very quickly went to two trucks, then eventually five. The downturn in the timber industry saw the need to look for other opportunities, which is where our transport diversification began,” explained Andrew. The scope of work encompassed by the Corbet’s Group is truly amazing, with many different interests. Logging transport still features in the workload, along with woodchip cartage in walking-floor trailers, side tippers, water and fuel cartage, livestock work, concrete and mobile batching plants, earthmoving and rehabilitation work, mine logistics, and, I’m sure I’ve missed a few. These guys will seriously have a go at anything. Andrew and Al both agree it’s this diversification and a can-do attitude when opportunities present themselves that has kept them busy and growing.

“Our interstate drivers return home every second weekend and have three or four days off before setting out again. During their break the trucks are serviced and washed before they set out again. We operate a one-truck/one-driver policy, which we also extend to the trailers,” said Andrew. With both Andrew and Al having qualifications as diesel fitters, it forms the background for their preference to retain full control of all servicing and maintenance, and not just the routine stuff. Corbet’s Group goes as far as rebuilding its own engines and transmissions and hydraulic and fabrication work, plus it has its own tyre fitters. “All our maintenance work, where possible, is done in-house by our staff. It helps us better manage our costs, schedules and maintenance records, allowing us to address potential issues before they arise. With over 100 trucks, they can’t all be new. We aim at a ratio of 70 percent owned and 30 percent on lease, which means

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FEATURE we have ageing trucks within our fleet. Preventative maintenance is the key to keeping older gear reliable”. Corbet’s operates a fleet with a mix of Western Star, Kenworth and Mack, with Mack being the preferred option over the past four years. “We use a combination of Super-Liner and Trident models, which we have purchased through Mack Trucks in Brisbane, and John Grosman, with whom we have a great relationship. “All our Mack trucks run Eaton 18-speed manual transmissions, with either 535 or 600 horsepower MP8 and MP10 engines. The fuel economy we get out of the Macks is great. Our MP8-equipped trucks on logging work, which can be hard on the trucks, are returning figures of 2.0 km/l on B-double work, and the MP10 trucks are returning 1.8 km/l on B-double work at 600 hp ratings,” Andrew explained. In a bid to achieve a degree of standardisation across their fleet, Corbet’s has opted for nothing but Hendrickson axles within its new trucks and trailers after being introduced to them by Graham Lusty, of Graham Lusty Trailers. “We were long-time users of BPW axles dating back to the first axles used in Australia. Graham suggested we put Hendrickson axles onto some trailers we were having

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built, and at 100 kg lighter per axle than the competition, we thought it worth a try. We haven’t looked back. We use Hendrickson INTRAAX AA250 with the HXL7 drum braked trailer axles and Hendrickson Primaax EX suspension under the trucks, which conveniently use the same brake shoe and drum assemblies, allowing us to carry a reduced parts inventory. The Hendrickson HXL7 hub and brake systems are also extremely reliable, cost effective and low maintenance. “Rockwell differentials are our preference. We usually get up to two million kilometres out of our diffs with regular oil changes. If we see a diff making a bit of metal, we don’t muck around, we pull the two centres out and send them back to Rockwell or cut them up, and Rockwell sends us two new ones under their new for old replacement programme. They’re not that expensive, and we don’t find it practical to use remanufactured units,” said Andrew. Andrew also explains that, as a part of their preventative maintenance programme, at every million-kilometre interval they replace all the wheel bearings and brakes on the trucks regardless of condition. This goes a long way to securing trouble free operation for another million kilometres, he says.

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FEATURE “GLT’s product is of a really high standard, and what I like about their builds is that it doesn’t matter how long since you’ve had a trailer built by them, if we order a new one it will turn up exactly the same as the last one, with steps, ladders and operational equipment in exactly the same position as the previous build. This works well from an operational compliance point of view as we only need to have a single safe work method in place for multiple pieces of equipment,” says Andrew.

The Mack trucks are serviced to a 40,000 km interval and any Cummins or Caterpillar-powered trucks are serviced every 20,000 km, with oil monitoring and sampling used to identify any problems along the way, enabling engines to be swapped with reconditioned units held in stock before they fail. “This type of attention to detail in relation to maintenance and record keeping keeps our older trucks reliable and well sought after when it comes time to sell them. “We specify all of our trucks up with the same hydraulic hose couplings, air hoses and everything necessary to hitch to our trailers. They’re all exactly the same, providing versatility throughout our operations. “Graham Lusty Trailers has supplied us with around 30 trailers, from walking-floor units to side tippers, and they build a great product. We do have some Barker trailers, which have also served us well, but, with GLT being just off the Logan Motorway in Brisbane, the convenience is hard to beat.

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Al Corbet explained, “We took a proactive approach to compliance ten years ago when we saw the way things were heading, and this has kept us ahead of the game. We have a pretty good track record with regards to safety and we’re proud of that. We invested the time and money to get it right and we have three full-time guys dedicated to the compliance task”. Plans for the immediate future include a centralisation of operations with a move from their original Jones Hill location to a larger 300-acre block just a bit further out of town to accommodate the expanding fleet of equipment. There are five new Mack trucks expected by Christmas, along with some new trailers from GLT. With solid maintenance regimes and a professional approach to compliance and chain of responsibility obligations, Corbet’s Group has proven that keeping a close eye on costs and closely monitoring all facets of operations can positively affect success and profitability in the long-term, in this rapidly changing transport landscape.

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FEATURE

IVECO TAKES THE X-WAY

in today and sell tomorrow! That was always the edict that supported car manufacturers going into motorsport events, and, at a recent IVECO launch in Melbourne, the truck maker followed the tradition by including the attendance of V8 Supercar driver, Jamie Whincup, backing his presence with a performance by Australian music icon Daryl Braithwaite. The event in question was the launch by IVECO Australia of its new Euro 6 Stralis range known as X-Way, and was held to profile the new model to PowerTorque, along with the dealer group and key customers. The Stralis X-Way project results from a four-year engineering programme between IVECO Australia and IVECO global engineering teams to build a truck that is suited to Australia’s unique operating environment, using the technology and safety innovations from IVECO headquarters in Italy. IVECO has launched the X-Way with the marketing slogan “Perfect-Crossing,” which is a European theme that sits well with what the company has produced for the Australian market. This is a truck that is ideal for use primarily on-road, but that still has the ability to operate off-road with decent ground clearance and mobility. IVECO has initially launched the X-Way in three key models, namely a 6x4 prime mover with a GCM of 45 64

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IVECO X-WAY tonnes, and rigid trucks available in both 6x4 and 8x4 format. The rigid trucks feature GVMs that run up to 30 tonnes for the 8x4, and offer GCMs on the rigid range between 40 to 45 tonnes. Those that need higher weights can seek approval for operation in set circumstances direct from IVECO Australia. Significantly, the X-Way range will be built in Australia, at IVECO’s Dandenong manufacturing facility, produced in conjunction with the current generation of Euro 5 Stralis AS-L, the ACCO and the Delta/Graduate bus chassis. There are three different cabin options, which include a day cabin, sleeper cabin and Active Space sleeper cabin for both prime mover and rigid models – the trucks are available in a variety of wheelbase lengths to suit most common environments into which the X-Way will typically operate. The biggest change for the new X-Way is the engine, which runs from day-one conforming to Euro 6 emissions standards, courtesy of using IVECO’s patented HI-SCR technology, which, unlike its competitors, requires no parked regeneration. Powering the new X-Ways are three IVECO Cursor engines, available in 9, 11, and 13-litre displacement. All three engines are common-rail injected with increased power and torque outputs. The entry-level engine is the Cursor 9, which produces 310 hp, and 1300 Nm, with alternatives running through to 510 hp and 2300 Nm for the range-topping Cursor 13. The two larger engines, the 11 and 13-litre variants, include a new turbo that offers better response from low engine RPM and increased engine brake performance. Other upgrades across the Cursor engine family include new rings and pistons, with reduced engine friction. The high-pressure fuel injection system delivers the fuel to each cylinder at 2200 bar to provide better fuel economy and increased performance. The standout feature is the HI-SCR system IVECO uses to achieve Euro 6 emissions standards, as tested in the Eurocargo last year. The Hi-SCR system is a single aftertreatment device with a passive DPF that does not require any driver intervention or parked regeneration when clogged. Other benefits include lower fuel consumption and also reduced tare weight. The X-Way features a new generation of 12-speed AMT transmission known as the HiTroniX, which is a directdrive unit sourced from ZF. Key features include faster change times and also advanced software to ensure the right gear is selected at the right time, dependent upon load, gradient, throttle input and other factors. Service life of the transmission has been greatly extended with ZF claiming a service life of 1.6 million kilometres. Built-in unique features include Rocking and Creeping mode, with the latter being beneficial when hooking up to trailers. The Rocking mode assists the truck to regain traction when off-road on slippery terrain. PowerTorque ISSUE 86

FEATURE In line with the current trend for AMTs, the HiTroniX transmission features an Eco-Roll mode. This disengages the gearbox when the truck is coasting and uses the kinetic energy of the vehicle as propulsion when there is no throttle or brake input from the driver, with the benefit being to increase fuel efficiency. With regards to safety, the X-Way certainly delivers with a myriad of standard features on all prime mover and rigid models that include an electronic braking system (EBS) with brake assistance system (BAS), electronic stability programme (ESP), hill holder, adaptive cruise control (ACC), advanced emergency braking system (AEBS), and daytime running lights. Prime mover versions also feature a standard extended catwalk allowing for safer access to the back of cabin area to connect air hoses or conduct maintenance. Optionally available are a hydraulic transmission retarder, lane departure warning system, driver attention support, and tyre pressure monitoring system. The new Australian produced X-Way range is backed with a two-year/500,000-km standard warranty. The evening festivities were not just focused on the Stralis, but also encompassed the release of the new-generation ACCO – the stalwart of waste collection and concrete agitators in this country for decades. The current ACCO cabin was due for revision as its longstanding design wasn’t able to meet Euro 6 emission standards demanded by many councils for waste collection duties. The upgrade also took into consideration the need to wiring infrastructure to enable the inclusion of some of the new safety technology demanded by such operators. Manufacture of the new ACCO will continue at IVECO’s Melbourne facility, where it will share key design strengths with the X-Way range. There are a number of key differences deemed necessary for the vocations in which the ACCO typically plays, which include an Allison automatic transmission, dual-control for side-loader bin lifting, high steel bumpers for increased ground clearance in landfill sites, mesh grills on the headlights for protection, and also specific wheelbases to suit the bodies fitted by waste body manufactures such as Superior Pak and Bucher Municipal.

The new cabin infrastructure from the Stralis/X-Way range has enabled IVECO Australia to make some dramatic upward shifting of the goal posts with regards to safety. Standard fit now includes adaptive cruise control (ACC), anti-lock braking (ABS), electronic braking system (EBS), advanced emergency braking (AEBS), and electronic stability programme (ESP). Other benefits include an axle load indicator to eliminate overloading, electronic battery cut-out and also LED daytime running lights and rear lights.

The new truck will continue to be produced in both 6x4 and 8x4 configurations with two-leaf parabolic springs on the front and eight-bag IVECO rear suspension with ECAS. Rear axles will continue to be sourced from Meritor, with cross locks and traction control for off-road mobility.

The fundamentals of the hard-working interior found on the old ACCO range continue into the new models, albeit with modern updates including ISRI air-suspension seats, automatic climate control, and heated and electrically adjustable exterior mirrors. Cabin access has played a crucial part in the design process, given the vocations the ACCO works in typically require multiple entries and exits from the cabin in each shift of work.

All the new ACCO models will, in future, be powered by the Euro 6 emissions compliant IVECO Cursor 9 engines using the Hi-SCR system. Power and torque ratings extend from 310 hp through to 360 hp, and from 1300 to 1650 Nm. Cummins engine options will no longer be offered, and the driveline will continue to feature the Allison six-speed automatic transmission together with the industry-favoured Chelsea PTO.

Buyers for the new ACCO will need to exercise patience, as the trucks are still in the development process and an on-sale date has yet to be confirmed. Once the manufacturer has completed its testing of the various bodies available, the changes will be validated by working with key customers to ensure durability and to gauge both owner and driver feedback before the truck goes on sale to the general public.

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JOST Fifth Wheel JSK 37 The “industry standard” available in a wide range of configurations

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Technical data Type King pin Imposed Load

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Type JSK 37C 2” / 50mm 20,000kg

D-value

190kN

CRN

41876

FEATURE

McCOLL’S LOOKS TO THE FUTURE New owners for the well-respected family name – Words by Ed Higginson, and images by Robbie Rose. McColl’s Transport was started in 1952 by Stuart McColl and his wife June, with a single vehicle transporting milk around Geelong, Victoria. Under their guidance, and with the arrival of son-in-law David Stevens, the business grew across Victoria until it was sold in late 2005 to ABN AMRO who formed Pure Logistics along with Scotts Refrigerated. As with many trucking companies changing from family owners into corporate ownership, the road was bumpy, and Pure soon went into receivership. With the Bank of Scotland now finding itself the owner of a trucking business, the bank looked to KordaMentha for guidance in keeping McColl’s alive rather than going to a fire sale. It was a wise move, and, by placing Simon Thornton into the business as the CEO on behalf of the bank, McColl’s came back to life until it could be sold six years later to US private equity firm KKR.

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Simon must have grown fond of the business and realised its true potential, because, after a few years away, he has now returned to buy McColl’s along with several other investors, known as the Friesian Club. Simon explained: “Between 2005-2018, McColl’s has gone through a turbulent time with owners looking to buy and sell, like beef farmers. We want to take the view of a dairy farmer. It’s why the holding company is called Friesian, because we are looking for the long-term future to be as productive as possible. We want to make it an awesome company over the next 20-25 years”.

McCOLLS With Friesian representing such a varied group of investors that work across many industries, an obvious question would have to be, why transport? “McColl’s is a good company. It’s in a good transport sector with a good niche. We also know the people and assets, which gives you much more confidence to invest in it,” Simon added. McColl’s is one of the country’s largest independent liquid carriers of dairy, food and industrial chemicals, with over 220 prime movers and 600 tankers positioned across 14 depots around Australia.

To show the business and its customers they are committed to the future, within the first three months of ownership, Simon and the board approved fleet upgrades and addition of 49 prime movers and 24 new tankers. “The industry has changed a lot, and to be competitive you need to have PBS combinations to carry more volume. We have invested in 10 new pocket road train combinations coming in for Vic, SA, NSW and WA. “The challenge with the dairy industry is that it’s becoming increasingly variable, with farmers changing processors more frequently than in the past. Fleets need to be able to move quickly to cater for this. We are constantly out getting PBS permits for areas we aren’t currently servicing, but may be servicing tomorrow,” Simon added.

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FEATURE McColl’s has continued its long history of buying from local manufacturers, with six new Byford road-train tankers and three new Tieman 26-metre road train tankers for farm milk collection. They also feature steerable axles for improved manoeuvrability and easier access onto farms. “The only frustration is that the NSW and VIC PBS rules are different, so you can’t swap equipment over the border to cater for changing milk volumes. All the Riverina farmers north of the Murray river must bring their milk south into Victoria for processing, so it really penalises the NSW farmers,” explained Simon. As well as the 26-metre road train tankers, McColl’s is also purchasing Byford and Tieman single tankers for its fleet. These tankers will be paired with some new cabovers to help with the access onto farms. This includes 26 Volvo FM540s, a FH540, and 3 new Scania R560s. The Bulk Food Division, which moves 30 different food grade liquids for customers to 162 different sites across

the country, will get 14 new trucks joining the fleet and comprising 9 new Kenworth T409s, 1 Kenworth T610, 2 Scania R730s, 2 Volvo FH540 Globetrotters and 1 Tieman compartmented tanker. The Bulk Chemical Division, which has its own independent fleet of tankers, has invested in 2 new “Evolution” tankers made using carbon-fibre composite materials, with a polyethylene thermoplastic interior. Also joining this division are 2 new Tieman dangerous goods stainless tankers to work as pocket road trains in WA, 2 Byford stainless DG leads to work as B-doubles, and 2 Marshall Lethlean stainless lead tankers. McColl’s has long been known for the maintenance and presentation of its fleet. This leads to a good secondhand market for the prime movers, which are predominately from Kenworth and Volvo, now repainted in the original company livery of white with a striking blue cab stripe.

ROBBIE ROSE The photography of the fleet accompanying this feature is by Robbie Rose, well known to readers of PowerTorque for his expertise in capturing unique images of the transport industry. Robbie also happens to be one of McColl’s drivers, hence his involvement in capturing the images of the most distinctive Kenworth in the McColl’s fleet, shown taking some new Tieman chemical tankers across the Nullarbor to begin life in WA. The K200 with the 2.8-metre sleeper cab and a king-single bed was purchased with all the extras to mark the 200th Kenworth to enter the fleet. As a B-double rated K200 cabover, it is fitted with a Cummins ISXe5 engine rated to 550 hp and a manual Eaton transmission. As a Class 3 Dangerous Goods truck, it also features the Kenworth Electronic Brake Safety System (EBSS) and is set up for a GCM of 97 tonnes. A collection of Robbie’s work appeared in the photographic tribute album “Precious Metal”, a PowerTorque production.

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McCOLLS Simon explained: “Our drivers like the Scania with its retarder for hilly areas, and we have tried a couple of Mercedes and MAN, but for regional work we have chosen Volvo and Kenworth because of their support network”. With such a strong focus on Chain of Responsibility, McColl’s has invested substantially in technology, using Mix Telematics to monitor its fleet and drivers. A new App, called SafeChain, makes it easier for everyone to understand CoR requirements, enabling people to train themselves on CoR through their mobile devices, testing them as they go using game mechanics. It gives everyone from the customer, to drivers, schedulers and the CEO, access to CoR in a user-friendly format. It also helps McColl’s monitor staff activity to ensure that obligations are clearly understood as the regulations continue to change. A big challenge in the current work environment will be retaining drivers, as there are a lot of infrastructure projects this year in Melbourne, Sydney and Brisbane.

“We are investing in quality trucks, engaging with drivers, plus we have brought on a new Health & Wellbeing person to focus on drivers’ physical and mental health. It’s not just the drivers though, we also look to help the schedulers, mechanics, and office staff,” said Simon. “Our focus this year is to square off the platform under our divisions to make the business stronger and ready for growth, particularly business systems”. When asked what the next five years may hold, Simon commented that in his view the dairy industry is going to change, and the new company has to put in place the right programmes to prosper in the new environment. It certainly sounds like McColl’s is in great shape to take on the challenge, so they will continue their position as the leading independent liquid carrier of dairy, food and chemicals.

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FEATURE

THE RIGHT MIX Hino 500 forms a solid foundation for the Mini-Mix fleet in Coffs Harbour â&#x20AC;&#x201C; Words and images by Ed Higginson

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HINO MINI-MIX ino launched its new 500-Series early last year, subsequently making inroads into many fleets across the country. One such fleet that has decided to go all-in after seeing the new Hino was Mini-Mix of Coffs Harbour.

The business has been operating for 15 years, with the current owner, Robert (Ripper) Hall, being at the helm for the past 10. Its yard is based just off the Pacific Highway in Coffs Harbour, and in the past decade the company has carved out a niche in the area for providing flexible concrete supply into areas where the big concrete mixers simply can’t go. Mini-Mix previously had a fleet of five old UD MK 4x2 trucks, but after seeing the new Hino 500-Series at Coffs Harbour Hino, its local dealer, it decided to replace the old mixers with three new FE 1426 trucks fitted with the Allison 2500 five-speed overdrive automatic transmission. With a GVM of 14,000 kg and one of the lowest tare weights available, the new trucks now carry an impressive 3.5 cubic metres, or 8.2 tonne of concrete, which is roughly a 30 percent increase over the outgoing UD trucks. Even with this increase in payload, the new Hinos are just as manoeuvrable as before, with a front wheel track width of just 1760 mm and overall cab height of 2490 mm. These are critical requirements for Mini-Mix, which needs to access places many others can’t. Mini-Mix’s operations manager of the past four years, Wayne Tarkata, explained, “We service all of the Bellingen

Shire area, up to Dorrigo, down to Nambucca, then inland towards Glenugie for the large blueberry farms, which have tight access. We don’t travel big kilometres, but the trucks are constantly running during the day. Our specialty is for the smaller jobs such as farms, driveways, pipe laying, plus into the hills that have some small bridges the bigger trucks can’t cross. “Our trucks unload 95 percent of the concrete from the rear chute, whereas the bigger guys are now doing 95 percent of the unloading through the concrete pumps”. The three Hino 500s each have similar specs. The FE 1426 is fitted with the Hino J07E-TN engine, using EGR and DPR emission controls to meet ADR 80/03 (Euro 5). The diesels are turbocharged and intercooled, five-cylinder, in-line engines with an overhead camshaft. Rated to 191 kW (260 hp) of power at 2400 rpm and torque of 794 Nm at 1500 rpm, the FE can run with a GCM up to 21,000 kg on the auto. So, with the Mini-Mix fleet only operating up to the GVM of 14,000 kg without any trailers, the units are more than up to the challenge running through the local hills. The trucks came from the factory fitted with the live-drive 1:1.08 PTO ready for the mixing barrels, with one of the concrete barrels and equipment being fitted by Mixers Australia, while the other two trucks received Davcron barrels. The setup allows the drivers to control the engine revs from the rear of the barrel, with Mixers Australia units using a button and the Davcron units running with a remote control.

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FEATURE When asked about some of the benefits of their new Hinos, Wayne commented, “The best feature is the Allison auto, because, if the concrete is a bit wet, you need smoothness on road to ensure no concrete splashes out of the rear chute. It’s also easier to drive along smoothly when concreting kerbs and guttering. “With the higher rear springs, the 4x2s are also better for working on the larger pumps too, as they are just the right height now”. Their height has also been helped by going from 17.5 tyres on the old UDs, to 19.5 on the Hinos, which gives a 200 mm ground clearance, helping with the off-road access. All the routine maintenance is completed by the Coffs Harbour Hino dealership, with service intervals of every 500 hours rather than with kilometres. Troy Atchinson, the dealership general manager, commented, “Concrete mixers are running their engines constantly to keep the barrels rolling through their direct-drive PTOs, so we have to monitor their engine hours rather than kilometres”. As well as running a small fleet of concrete mixers, MiniMix also runs its own mixing plant, which enables it to mix concrete to each customer’s requirements, plus it can control the timing of the loads, so its trucks can set off early in the morning without having to wait. Wayne said, “As well as buying the new trucks this year, we have also set up the new mixing plant and bought a new Agrison loader, which has been going great”. PowerTorque reviewed the FG1628 and GH1832, which use the wider 500-Series cab and the Allison six-speed automatic box back in the July/August 2017 issue, and was impressed by the ability of the Hino’s driveline. The Hino 500-Series now numbers 53 models, with two widths of cabs offered in day-cab form, rest-area-cab and crew-cab. The cab interior and materials are typically Japanese style, which are perfect for dirty tasks such as concrete mixers, and the multi-adjustable ISRI 6860/870 seats with air suspension give them an added feel of luxury.

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The Hino has a lot of safety functions that drivers may not be aware of. These include a driver’s SRS airbag, vehicle stability control (VSC) as standard (which incorporates roll-over stability along with ABS), cruise control and a cab strength certified to ECE R-29. They also come with the option of fitting up to three cameras within the touchscreen infotainment system, for reversing or for monitoring special equipment if required. The same 6.1-inch touchscreen incorporates the DAB+ digital radio, AM/FM radio, Bluetooth, CD, DVD, USB and SD access for navigation. “Drivers love the built-in navigation system, along with the Bluetooth, because we don’t have two-ways anymore. We have four main drivers, plus myself and Ripper drive if we need to, and we all enjoy the trucks,” said Wayne. Like Mini-Mix, the local Coffs Harbour Hino dealership has strong competition in the area, but has found a niche supporting customers and being flexible. Since moving into its new premises in mid-2017, the dealership has been busy expanding its activities with the Hino, Iveco and LDV brands across Northern NSW. “We have been servicing the needs of the Coffs and the surrounding area for approximately eight years under the AHG banner,” said Troy Atchinson. “We moved to our new purpose-built premises in July 2017, with 4 x 26-metre drive-through workshop bays. We have an 8.0-tonne rated four-post hoist, roll-on brake tester, weigh ridge, laser wheel aligner, a 24-hour breakdown response vehicle, diagnostic computers to service each brand and most other manufacturers, plus an afternoon shift till 8:00 p.m. “In terms of the new Hino range, they have been going great with all of the safety features, but particularly the payload, which is market leading for the small 4x2 at 10-tonne as a cab/chassis,” Troy added. Small businesses often struggle to spend the capital on new equipment, but Mini-Mix shows that investing in efficient new equipment pays off, especially for niche operations such as theirs.

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FEATURE

FINDING ALTERNATIVES IVECO shows its green credentials at the IAA Expo

ith IVECO partnering through Fiat Powertrain for its engine range, a visitor to this year’s IAA Expo might well have expected to see the latest Euro 6 products front, left and centre. In fact, the only reference to conventional engines came from the address to the media attending the IVECO show stand by Pierre Lahutte, IVECO brand president, when he joked that the only diesel-powered vehicle on display was actually outside the exhibition hall, along with the smokers. IVECO this year opted to go green in the extreme, with a 100 percent diesel-free stand where it showcased a full offering of alternative electric, CNG and LNGpowered vehicles.

This statement was the IVECO way of demonstrating its solution to sustainable and zero emissions transport that is available on the markets today, with 18 vehicles showcasing its sustainable solutions that range from electric city buses to long-haul LNG trucks. IVECO has been rewarded for its extreme green stance with awards such as the Daily Blue Power Van of the Year 2018, the Crealis In-Motion-Charging Sustainable Bus of the Year and winner of the European Mobility Exhibition Innovation Award, the Crossway LE NP Sustainable Bus of the Year 2018, and the Stralis NP 460 Low Carbon Truck of the Year 2018. 76

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“Our display demonstrates that IVECO’s electric, CNG and LNG offering is available today and offers a viable alternative to diesel vehicles in all missions – from urban high-value, low-energy intensity people transport to longdistance heavy-duty haulage,” said Pierre Lahutte. “In addition, natural gas offers the possibility for a seamless transition to biomethane and renewable energy, achieving zero emissions and opening the door to a circular economy approach that can go so far as achieving negative emissions and carbon sequestration,” Mr. Lahutte added. Partnering with IVECO this year was global giant energy supplier Shell, which echoed IVECO’s belief that decarbonisation of the transport sector requires a range of fuels and technologies. IVECO sees electric propulsion as having an important role to play, specifically in people transport and low-speed, low-energy intensity stop-and-go missions in city centres. The other key energy source is natural gas, which provides a mature solution for sustainable transport of people and goods. Through its display and workshops, IVECO highlighted the considerable environmental advantage of natural gas, which is able to deliver massive reductions in the most polluting emissions: 90 percent for NO2, 99 percent for particulate matter, 10 percent for CO2 with natural gas, which rises as high as 95 percent with biomethane wellto-wheel.

IVECO !AA It’s possible to generate energy from organic or agricultural waste, and this can be done at an organic waste treatment centre, which generates natural gas and fertiliser from door-to-door collection, green waste, institutional catering and municipal waste. This approach can be taken even further, when methane is generated in a biodigester on a farm, using crops and agricultural waste. As they grow, the crops absorb CO2 and convert it into carbohydrates, fixing the carbon and releasing oxygen into the atmosphere. In the farm’s biodigester, the crop residues decompose through an anaerobic digestion process, producing biogas. This is purified into biomethane, which can be transported to filling stations and used to fuel natural-gas-powered vehicles for goods transport. This process also produces a nutrient-rich substance that is used as a fertiliser compost, returning nutrients to the land, increasing its organic matter content and sequestering carbon from the atmosphere. As a result, this circular economy approach goes beyond reducing CO2 emissions well-to-wheel, as it fixes carbon in the ground, reducing CO2 in the air and making the cycle carbon negative. IVECO CNG buses fuelled with biomethane generated from municipal waste are already a reality, as demonstrated by the bus fleet operated by the city of Lille.

The project is led by Pot au Pin, Air Liquide and Carrefour and is based on biomethane from agricultural waste, and the opening of the world’s largest biogas plant in Norway by Biokraft. An ideal operational benefit for low or zero emissions vehicles exists with inner urban passenger transport. The zero-emissions Daily Electric Minibus, part of the Daily Blue Power sustainable family that was crowned International Van of the Year 2018, offers the perfect solution for transport in the typical last mile, stop-and-go city centre missions. The Heuliez Bus GX ELEC fully electric city bus features the most advanced battery technology and the new generation of IVECO BUS Crealis In-Motion-Charging, which combines the electric overhead lines with onboard battery energy storage. In-motion charging won the Sustainable Bus of the Year 2019 title in the Urban category and the Innovation Award in the Move Green Energy-Environment category at the European 2018 Mobility Exhibition in Paris. For suburban public transport, CNG was the favoured option, with the IVECO BUSCrossway Low Entry Natural Power, Sustainable Bus of the Year 2018. The storage tanks are integrated into the roof space, providing a general range of up to 600 km.

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FEATURE For urban and suburban goods transport, IVECO concentrated on its Daily van range, which this year celebrates its 40th year. The Daily Hi-Matic Natural Power is the first light commercial vehicle equipped with a 3.0-litre CNG engine and eight-speed automatic gearbox in the industry. Showing that alternative fuel is equally applicable to light commercial parcels operation, the display included a Lecapitaine refrigerated box light truck from the rental fleet of Le Petit Forestier, the European leader in refrigeration rental; a 7.0-tonne chassis/cab equipped with a Junge platform and curtainsider; a chassis/cab equipped by Fassi with a Maxicargo tipper trailer and crane for Ville de Paris; a van equipped with a Kerstner deep cooling fridge; and a van equipped for parcel deliveries by Spier with a personalisation designed by Garage Italia Custom to commemorate the Daily’s anniversary. For urban and regional transport missions, IVECO believes that CNG is the technology for efficient transport across longer distances and deliveries in city centres. With this in mind it showcased two Eurocargos on municipal applications, both in CNG version and already

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compliant with EURO 6 Step D emissions standards, one year ahead of time. One of the models on display was equipped with a threeway tipper by Meiller, with the second equipped with a sweeper body developed by Johnston Engineering that combines the truck’s CNG engine with a hydrostatic transmission. This format provides a dramatic reduction in emissions compared to a traditional truck-mounted sweeper, which usually adds a second diesel engine, which is less regulated or even unregulated, to run the sweeping equipment. IVECO also partnered with Carrier Transicold for an industry first: the brand-new 26-tonne 400 hp Stralis NP rigid equipped with a Frappa body and featuring Carrier Supra® CNG technology. This groundbreaking solution is a 100 percent natural gas, zero percent diesel truck with refrigerated body. Whereas in temperature-controlled goods transport the normal requirement is for two diesel engines – one to power the truck and one to run the cooling group compressor – the Stralis NP only uses CNG.

IVECO IAA Both the vehicle and the cooling group run on stoichiometric natural gas engines equipped with threeway catalysts. This results in ultra-low NO2 (-90 percent compared to diesel) and particulate matter (-99 percent) emissions that are well below regulations limits. For CO2 emissions, the reduction is as much as 95 percent with biomethane. For long-distance, the IVECO solution is LNG technology. The Stralis NP is claimed to be the first natural gas truck specifically designed for long-haul transport on the market, acclaimed last year when the Stralis NP 460 was elected Low Carbon Truck of the Year in the UK and available in articulated and rigid versions. A highlight of the IVECO stand was a unique 400 hp Stralis X-Way Natural Power equipped with a CIFA electric concrete mixer that offers a 100 percent zero diesel, zero oil solution. The truck runs on bioCNG and is equipped with the Energya hybrid plug-in concrete mixer developed by CIFA. The mixer is operated by an electric engine powered by a lithium battery. It also features a kinetic energy recovery system that recovers the truck’s energy when it is decelerating. The other Stralis NP models on the stand included the first 460 hp LNG truck for swap body missions equipped by SDG/Spier for Fraikin’s rental fleet; the first 6x2 LNG tractor with 750 km autonomy; a 4x2 LNG tractor with 1600 km autonomy; and a low-height prime mover in LNG version with a range of 1150 km.

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FEATURE

SWITCHED ON DAF The Dutch truck maker heads down the plug-in path

he recent announcement by PACCAR Australia that DAF Trucks would be joining the production line in Bayswater, following the Kenworth tradition of local assembly, suggests that the European brand will now be receiving further impetus from its marketing programme to position the LF, CF and XF models as a more serious alternative to other brands from Western Europe.

Yet to achieve its full potential on the Australian trucking scene, DAF Trucks is extremely well accepted on its home turf, with 16.5 percent market share in Europe and as market leader in the Netherlands, Hungary, the United Kingdom and Poland, as well as Belgium, Romania, the Czech Republic and Bulgaria. It’s also the largest selling imported brand on the German market. This year celebrates the 90th anniversary of the founding of what was to become DAF Trucks back in the Netherlands. Originally using petrol and diesel engines from Hercules and Perkins, DAF started making its own engines in 1957. Within two years it was the first truck maker to add a turbocharger, and in 1973 was again the first engine maker to introduce turbo intercooling. In the 1980s DAF launched ATi (Advanced Turbo intercooling), refining the injection process and optimising the shape of the combustion chamber to gain further power and efficiency improvements. In 2005, DAF released its PACCAR MX engine, and with successive upgrades it’s this family of 11-litre and 13-litre engines that now powers all of DAF’s heavy-duty truck range, plus 40 percent of all Kenworth and Peterbilt models around the world.

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DAF IAA

“Our approach has always been and will always be to thoroughly validate our new developments before launch”

With DAF and its associated PACCAR siblings having established their credentials for fuel economy and performance with the MX diesel range, this year’s IAA Expo shifted the emphasis from fossil fuels to electricity as a motive force for either standalone electric power or hybrid alternatives when matching electric drive with the PACCAR MX-11 in diesel form. With European cities considering the banning of highemissions vehicle in favour of low or zero-emissions alternatives when permitting access for delivery and collection operations, DAF displayed a complete range of options. Starting off with the LF models, the DAF LF Electric is a 19-tonne fully electric truck for zero-emissions city distribution. The driveline features Cummins technology with a 195 kW/266 hp electric motor (peak: 250 kW/340 hp). The motor is powered by a battery pack of up to 222 kWh, providing a range of up to 220 kilometres when the truck is fully laden. As the battery pack is modular, capacity can be scaled to the range required by customers. The DAF CF Electric is the second zero-emission solution for urban distribution where higher payloads and volumes are required. This includes applications where single or double-axle semitrailers are the standard, such as in supermarket delivery.

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FEATURE

The CF Electric is a 4x2 prime mover for up to 37-tonne GCW applications and uses VDLâ&#x20AC;&#x2122;s advanced E-Power Technology for fully electric operation. The centre of the intelligent powertrain is the 210 kW/286 hp (peak: 240 kW/326 hp) electric motor, which gets its energy from the 170 kWh lithium-ion battery pack.

The DAF CF Hybrid has been developed for driving electrically with zero emissions in urban areas, while offering a much longer range to operate beyond those urban areas, thanks to the latest, ultra-clean diesel technology. The combination of electric and diesel power ensures the highest logistical efficiency.

The CF Electric has a range of 100 kilometres, which is appropriate for high volume city distribution applications. Quick charging of the batteries can be performed in 30 minutes or a full charge can be accomplished in as little as 1.5 hours. Freight loading and unloading time can be used to charge the battery pack.

The driveline for the DAF CF Hybrid features the 10.8-litre PACCAR MX-11 engine (330 kW/450 hp), a ZF electric motor (75 kW/100 hp â&#x20AC;&#x201C; peak: 130 kW/175 hp), in combination with a dedicated ZF TraXon transmission.

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DAF IAA

The electric motor is powered by an 85 kWh battery pack, which allows for a full electric, zero-emission range of 30 to 50 kilometres, depending on the gross combination weight. The batteries can be charged by the diesel engine during on-highway operations, and by using a DC charger at a charging location. The vehicle is designed with a fast charge capability that takes 30 minutes for a full charge and only 20 minutes for a charge of up to 80 percent. Outside urban areas, the CF Hybrid is powered by the PACCAR MX-11 diesel engine, where the hybrid technology provides additional fuel savings thanks to the smart energy management. Regenerative energy is captured during braking and when using speed-related controls like Down Hill Speed Control and Predictive Cruise Control. This energy can be used by the electric motor to operate in conjunction with the diesel engine to further reduce fuel consumption. The battery pack of the hybrid system powers the electric driveline, the electric air compressor, as well as the optional intelligent e-PTO. The e-PTO can be used to drive refrigeration equipment on semitrailers for temperature-controlled transportation further enhancing low-noise operation.

The first CF Electric trucks are being released into field test operation with leading customers before the close of 2018, and similar field tests are planned to start with the LF Electric and CF Hybrid in 2019. DAF will be ready to introduce these state-of-the-art trucks when the market is ready. As the PACCAR Bayswater assembly line starts to grow its DAF Trucks manufacturing base, Australia will finally be receiving the latest versions of the new cab with significantly upgraded interior design and comfort levels. Inside sources at PACCAR Australia also confirm that Australian operators will gain access to the latest Euro 6 models prior to the legislation for their introduction being mandated by the Australian Federal Government. As a sample of things to come, in addition to the electric and hybrid versions on display, the DAF stand also included the latest versions of the XF 530 with Super Space Cab, both in 4x2 and 6x4 format, and as a more basic 480 hp version. For the vocational truck sector, the display included a LF 290 4x2 rigid, plus two CF 450s, one as an 8x2 rigid with a VDL hooklift system, the other as an 8x4 rigid with a Leibherr mixer. Ron Borsboom, DAF Trucks Director Product Development

“The overriding priority for any development is to provide value to our customers,” stated Ron Borsboom, member of the board of management responsible for product development. “Our approach has always been and will always be to thoroughly validate our new developments before launch. That customer-focused strategy continues with electric and hybrid trucks. Zero emissions and low noise levels may be demanded in the future as cities announce their intentions to create zero-emission zones, which could drive a need for our customers to have a wide variety of solutions to meet their needs”.

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FEATURE

CLOSE ENCOUNTERS Two weeks in the new RAM 1500 confirms this American is one for serious consideration – words by Warren Caves, images by Torque it Up

owerTorque recently reported on its first test drive of the RAM 1500 dual-cab ute held over a single day in Bathurst, NSW.

A few hours of driving is a great introduction to a new vehicle, but a longer real-world test is even better to get a broader feel and insight into a vehicle’s ability and performance. So, when an opportunity to grab the keys to a RAM 1500 Laramie for a couple of weeks came up, I jumped at the chance. Picking up the 1500 Laramie from just outside the centre of Sydney, in Alexandria, the pouring rain resulting with local flooding was not the leisurely experience I had envisaged. However, the combination of a large vehicle with its accompanying weight and full-time four-wheeldrive option provided a secure environment to tackle such a meteorological event. My previous drive had already given a sense of familiarity with the vehicle, but the first impression of the vast interior space in this vehicle remained. There are buckets of room inside the cabin space, large comfortable heated and ventilated leather seating, and, with a large centre console/armrest, the driver is provided with a really relaxed driving position, perfect for highway touring. The Laramie is the flagship top-of-the-line RAM 1500 model, and it comes equipped with all the fruit you’d expect from a vehicle targeted at the higher equipment level sector of the Australian ute market. In addition to the leather seats, there is a leather steering wheel, which is also heated. The steering column is tilt adjustable but not telescopic, although the brake and accelerator pedals have electronic height adjustment, which may compensate for that omission. I had no trouble finding a comfortable seating position, with ample electronic adjustments available, although the lumbar support seemed a little too minimal for this old worn-out back, I prefer a deeper arch position. 84

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Within the steering wheel are the controls for the main instrument dash panel, offering menus to view trip meters, digital speedo, cruise control settings, ambient temperatures, engine and oil temps and pressures, and more, all conveniently located on the left steering-wheel spoke, along with Bluetooth phone function buttons.

The opposing spoke contains the buttons for cruise control functions along with plus and minus buttons for manual gear selection. On the underside of the steering wheel are buttons for audio volume and station seek operation. Initially I thought this was bad positioning, as they are operated by feel alone; however, the minimal functions allocated to the buttons made it really easy to use once orientated with the functions. The 8.4-inch UCONNECT system located in the centre panel is responsible for controlling audio functions for the premium Alpine sound system and its accompanying 10 speakers (I only found eight, but I’m sure they are there somewhere). The UCONNECT system can also be used for controlling the climate control system and satellite navigation. The generous centre console provided ample space for personal items, while cup holders and small storage vestibules can be found within the interior and in the doors. As the rain continued for my journey home, the rain-sensing wipers did their bit to keep vision unobstructed, and the automatic projector headlights kept me visible to others. On the motorway the RAM 1500 cruised leisurely at 110 km/h, registering an engine speed of about 1600 rpm, thanks to the 3.21:1 diff ratio. This is clearly aimed to provide the best possible fuel economy over the higher numerical 3.92:1 ratio available, but this comes at a cost of rated towing capacity, dropping from 4.5 tonnes to 3.5 tonnes for the 3.21:1 ratio vehicle. At cruising speed, the ride is smooth and firm, and noise levels are well subdued. V8 fans will, however, enjoy the experience of there being just enough engine noise available to demonstrate the 5.7-litre Hemi V8 engine rumble when pressed into service, although for the most part the RAM just loped along unstrained. During the test period, I subjected the 1500 RAM to Hume Highway running, driving on local rural roads of dubious quality, shopping duties with the wife, and a tow evaluation. This provided a broad cross-section of driving conditions.

RAM REPORT At 5.8 metres long and just over 2.0 metres wide, this is no small ute and is clearly designed for the big jobs. While not overly daunting to drive, some environments don’t lend themselves well to the RAM. Shopping centre car parks for example don’t cater well for a vehicle of such generous proportions, but, in saying that, it’s not that you can’t take it there, it’s just the parking spots are a bit tight and some preplanning should be employed when parking, like reversing into spots that allow a straight line drive out. If I had a choice of a different car at home for this task, I’d certainly take that one instead. However, I did manage to pack a weekly shop of groceries into the two optional 240-litre RamBoxes, and locked them securely away, so it’s not all bad at the shops. Being designed for heavy-duty towing, with a full boxed chassis the RAM 1500 handled quite well empty, although on several occasions the rear end

seemed a little too firm in the dampeners to absorb some off-set bumps and corrugations on dirt road corners, resulting in a bit of axle tramp under power and tail whip, some weight in the back and revised or adjustable dampeners may improve this. With fuel efficiency so high on vehicle manufacturer’s check lists, and rising world petrol prices, some may think it bold to introduce a V8 petrol-powered large ute into current markets, and I was one of those people. I wondered if consumers would accept such an option when the competition was generally downsizing diesel engines while increasing output to achieve good fuel economy returns. This was obviously on the minds of RAM Trucks Australia as well. With such a large engine capacity of 5.7 litres producing 291 kW of power and 556 Nm

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FEATURE of torque at 3950 rpm, the engineers at RAM Trucks have put a great deal of development into clever ways to reduce fuel consumption without sacrificing performance when it’s needed. Perhaps the most significant contributor to increased fuel economy is the use of RAM’s multi-displacement system (MDS), by which the engine management system shuts off two cylinders on each bank when conditions of low load are sensed. This system does not shut off the same cylinders all the time, rather alternating the off cylinders to equalise engine block temperatures. The only way to know when this is happening is by the green ECO indicator light in the dash, and the transition between all eight cylinders firing and shutting off four is practically unnoticeable from the driver’s seat. Also aiding fuel economy is the use of grille shutters, which maintain optimal thermal temperatures within the engine for more complete combustion and fuel efficiency. When the grille shutters are closed, the airflow is directed up over the bonnet, further enhancing aerodynamics and aiding better economy. The 1500 is equipped with electronic steering, and, by removing the need for the engine to drive a power steering pump, the official word from RAM Trucks is that this move alone has reduced fuel usage by 1.8 percent and returns five horsepower to the engine. Drive is via an eight-speed automatic transmission and transfer case. There are four drive mode options selectable: 2WD; 4WD auto, which is basically all-wheeldrive mode without centre-diff lock up; 4WD high (centrediff lock up); and 4WD low. Park, reverse, neutral and drive are selected via the dash-mounted rotary knob. The eight-speed TorqueFlite transmission is a double overdrive transmission with 7th and 8th gear ratios being 0.84 and 0.67 respectively.

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For towing purposes there is a tow/haul button on the dash, which modifies the throttle and transmission behaviour when towing to sharpen up the throttle response, more readily initiate downshifts, and hold gears a bit longer before upshifting. When activated this feature seemed to restrict the transmission from selecting 8th gear. Over my two weeks with the RAM 1500 Laramie I covered a total of 1056 kilometres, recording a total combined fuel consumption figure of 12.3 l/100 km. This included city traffic, the mandatory “let’s give it a stomp and see how she goes” (more often than I should have), 110 km/h freeway driving (empty), and a 155 km tow test towing a 2.6-tonne gross mass trailer from Picton, NSW, to Marulan, and return, which is quite a hilly test route. Fuel consumption rose to 16.3 l/100 km for the tow test section. The fuel-saving features really seem to work, and there are some diesel-powered utes in the market that would not be too far behind these figures. For those that may still rate these figures a bit too high, there’s always the upcoming 3.0-litre V6 diesel option for the 1500, which is scheduled for release before the end of the first quarter of 2019. There were some minor aspects of the RAM 1500 I didn’t like, such as the park brake activation. It’s foot activated, and, with the pedal set down alongside the front RH kick panel, I found that on application I was continually kicking the door speaker with my muddy boots. I also felt the lumbar support seemed a little insignificant and the rear dampeners seemed too firm. In conclusion, the RAM 1500 proved quite the performer, as expected power supply was ample and plentiful, with the real surprise being the commendable fuel economy.

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HOME BASE Where better to find out about the latest suite of truck and trailer safety features than by visiting the home of WABCO in Germany? Report by Ed Higginson.

hile at the IAA truck show in Hanover, many manufacturers provide hands-on demonstrations of their latest products. With its accent on improved safety, one offer I could not resist was to join the WABCO team for a visit to its engineering offices and test track facility.

One key theme coming from Europeâ&#x20AC;&#x2122;s biggest truck brands is that autonomous trucks will soon be hitting the roads, but, in order to do so, there are many technologies that need to align first.

To reaffirm the effect of some of the current systems, the WABCO people brought out a wide range of trucks onto their 2.0 km test track to perform some interesting demonstrations. When it comes to braking systems, when was the last time you drove a truck without ABS? Would you take notice if it was operational or not, and, if so, would you alter your driving style?

This is where the technology suppliers play a pivotal role in making it happen. Over the decades, there has been much advancement that we take for granted, but without which we couldnâ&#x20AC;&#x2122;t get to full autonomy.

Considering WABCO pioneered ABS for commercial vehicles back in 1981, fitting nearly 5 million trailers and 8 million trucks with their system, these days you may struggle finding a truck without it. Fortunately, on the day of the demonstration, WABCO produced an old 112 Scania 4x2 tipper that had been modified to allow the driver to switch off the ABS system.

On arrival at the WABCO test facility in Jeversen, Germany, it was interesting to notice brands present from many truck manufacturers across Europe and America. With around 170 test vehicles of all ages, you quickly realise the impact engineers at WABCO have on the industry.

Firstly, with the ABS off, the Scania drove past at around 60 km/h onto a stretch of wet track with cobbles under the left wheels, and concrete under the right. As you would expect, as soon as the brake lights came on the truck started to spin around out of control.

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WABCO The driver then took the truck around for another pass. Now with the ABS switched on, the truck stayed inline and stopped. This was impressive on the track, but it would be even more impressive if you were behind the wheel in a crowded city. For the next demonstration WABCO stepped up to ESC, which started its availability back in 2001, by demonstrating three generations on various ages of truck. By independently adjusting engine and brake controls, the system reduces rollover, skidding, spinning and jackknifing with such good effect that it has been mandated on new vehicles in Europe since 2010. Australia is expected to mandate Trailer Roll Stability in November 2019, with ESC to be mandated at some stage in 2020. All three trucks could switch off their systems, so, when running past at 60 km/h on various road surfaces and then performing emergency stops, it was possible to judge the effects both with and without ESC. These results proved to be even more visually dramatic and easily convinced all those taking part of the value of the ESC system. These examples were all simple tests that showed the importance of the safety features that are available with modern trucks. In Australia it’s still possible to see that many drivers on the roads don’t, or simply won’t, understand the benefits, because you still see far too many trailers running on the highway without their EBS leads connected. WABCO’s next-generation EBS-E trailer electronic braking is much more advanced, now with the smarts available

on the trailer. This enables more than 40 safety, efficiency and connectivity functions just from the trailer alone. Available data includes kilometres travelled, brake pad wear indicators, axle weight indicators, tilt angle sensors for tippers, rear sensors that apply the brakes if someone stands behind when reversing, plus much more. It can also be connected to the fleet managers through OptiLink, so the entire trailer fleet can be monitored constantly. Importantly, the system also optimises stopping distances and improves stability regardless of the truck towing it. To demonstrate these features WABCO brought out an old Mercedes Actros fitted with driver rollbars and outriggers to show the extent of how seriously they took the demonstration. Driving on a curved section of track, the vehicle came past at 55 km/h. As the driver tightened up on turning angle, the rear inside wheels gently lifted. As a driver, you probably wouldn’t notice this until it was too late. On the next pass, with the EBS system’s Roll Stability function switched back on, the trailer braked itself and controlled the lifting wheels without the driver having to attempt to regain control. As trucks head towards becoming autonomous in certain applications, there is a requirement for trailers to also become much more advanced. But before the trucks can achieve autonomous compatibility with trailers, further technologies have to be included that are not yet common knowledge.

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TRAILERTORQUE The TailGUARD system uses ultrasonic sensors to detect an object or person behind the trailer while reversing. If the driver is reversing faster than 9 km/h, the trailer pulsates the brakes to slow the combination. If the system detects an object between 50 and 200 cm in the trailer’s blind spot, it brakes the trailer automatically. If you are reversing onto a loading dock, the brakes will slowly release to allow you to push backwards gently to limit dock impact damage too. The next level above TailGUARD is called HD REAR VIEW SOLUTIONS. This system uses a live ethernet link to give a much sharper rear-view camera image without any time delays. With the next level of smarts, it also shows any overlay image of where the trailer is reversing depending on truck angles, similar to modern car reversing cameras, when turning into a parking bay.

When linked to onboard cameras and sensors, it gives operators much more control to monitor theft, fire, temperature changes and even refugees that try to stow away onboard the rig during transit. With theft occurring in a far higher ratio than we are accustomed in Australia, this security feature will grow in importance if vehicles become fully autonomous. OnGuardMAX is the latest advanced emergency braking system (AEBS) and a key component in getting trucks to reliable autonomous driving. Using state of the art 77 GHz radar and high-resolution cameras that work in all conditions, the system can provide full braking if it detects an impending collision.

It may not sound like a big advancement, but all these systems are vitally important when working with the autonomous trucks attempting to reverse a trailer.

As part of a practical demonstration, a fully-loaded DAF truck was driven at 60 km/h directly towards a stationery inflatable car. Without any driver involvement, the truck performed a full emergency stop and avoided the collision with a foot to spare. This test, like many of the others, is not one that TrailerTorque would recommend trying yourself.

OptiLock Blue relates to WABCO’s modern cargo security system. In 2013, the company launched its electronic locking system to securely lock trailers more effectively than bolt seals or padlocks.

The original OnGuard system was first fitted to vehicles back in 2007 in North America. Now with over 250,000 fitted across the world, WABCO believes that it has reduced rear-end collisions by 87 percent.

Now with a big focus on connectivity, the system has been developed further to work through Bluetooth, so the trailer locks can be operated and monitored remotely, by either the driver or truck owner.

OnGuard also has adaptive cruise control (ACC) with an integrated stop’n’go feature, which was effectively demonstrated on the new Mercedes Actors that I took for a drive around Hanover during the week I attended the IAA

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Show. When activated, the truck will keep a safe distance from the vehicle in front, even bringing the combination to a complete stop in heavy traffic. When the vehicle in front moves off, the truck will then set off again and accelerate back to the preset speed. But not all collisions come from the front. WABCO’s OnCity Urban Turning Assist system is a solution to the issue in many European Cities where cyclists and pedestrians are injured or die annually, with statistics predicted by some to be as high as 20,000 incidents per year. By using LiDAR sensors, the vehicle can scan up to 25 m in a 180-degree area around the truck. When the vehicle begins to turn, the system senses any possibility of colliding with a vulnerable moving object, such as a cyclist or pedestrian, giving an audible alert and then applying the brakes automatically. WABCO’s theme for this year’s IAA show was “Innovations on the Road to Autonomy”. With over 15,000 employees,

including 2600 engineers in 40 countries, and 149 years of experience, you know this is a company whose workforce will be a key partner in making autonomous trucks a reality. The industry may not be there just yet, but the day of autonomous driving is moving closer, and, as the leading global supplier of technologies for some of the best-known truck brands such as Daimler and Volvo, WABCO is demonstrating that it has the ability to make a difference by adding greater levels of safety, not only to the autonomous equation, but also to raise safety levels for all vehicle operations. Although your next holiday may not enable you to see these systems demonstrated in real life, TrailerTorque recommends you take time to experience some of the YouTube clips that show these features in action. If you in turn raise awareness of the benefits these systems provide, perhaps we might reduce the number of EBS cables that lie unconnected on the catwalk before the truck heads out on the highway. TrailerTorque ISSUE 86

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KEEPING YOUR COOL Carrier Transicold Europe showcases new products and a wealth of sustainable transport solutions to meet its customers’ needs

he IAA Expo provides the perfect opportunity to investigate and compare new technologies, not only from the vehicle manufacturers, but also from the systems suppliers that form an invaluable part of any efficient transport operation.

The global commitment to emissions reduction is not just confined to engine makers, with research continuing to find engineless solutions for refrigerated transport. Carrier Transicold’s next-generation temperaturecontrolled trailer system, the Vector HE 19 trailer unit, combines current innovative technology like the all-electric E-Drive, with new technology designed to significantly improve performance and positively impact fleet efficiency and sustainability. The new Vector HE 19 unit includes a redesigned upper airflow management, creating much more efficient cold production, a single, ultra-efficient evaporator fan, new, 94

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Stage V compliant diesel engine with electronic engine control, the proven performance of a hermetic compressor and economizer, and the efficiency of a microchannel heat-exchanger condenser. The E-Drive™ all-electric technology is at the heart of Carrier’s Vector® trailer and Pulsor® van refrigeration systems and ECO-DRIVE™ GenSet power modules. It works by removing the mechanical transmissions found in conventional belt-driven equipment and transforms engine power into electricity via a generator, which drives the refrigeration system. One of the key benefits – a sustaining refrigerant containment for a projected average annual leak rate of only 3.0 percent. This technology significantly reduces fuel consumption and results in a lower carbon footprint and quieter operation compared to diesel engine sound output. “Carrier Transicold established itself as a true pioneer of next-generation refrigeration technology when we created

CARRIER

the first all-electric E-Drive system 20 years ago,” said Bertrand Gueguen, president of International Truck Trailer, Carrier Transicold. “As the technology has evolved over time, our customers are able to combine it with current and future sustainable energy sources to maximise overall efficiency and dramatically reduce the environmental impact,” Mr. Gueguen said. Originally designed and launched on Vector trailer units, E-Drive technology was applied for use with light commercial vehicles (LCVs) with the launch of the Pulsor system in 2011. Later, in 2016, it was embedded into the company’s ECO-DRIVE GenSet power module, converting power from the truck’s engine into electricity to drive a new range of engineless refrigeration systems, and providing peace of mind that the refrigeration unit will maintain the desired temperature even when the vehicle’s engine is idling in heavy traffic. “The ECO-DRIVE hydro-electric power source is just one of Carrier Transicold’s alternative energy sources to provide customers with flexible power options. Another is a new alternative solution for trailer systems, converting the power generated by the trailer axles and the kinetic energy created under braking into electricity that recharges a battery pack. The system can also be connected to mains power while parked,” Mr. Gueguen said.

The Vector HE 19 system combines the E-Drive technology with an improved multi-speed engine design, bringing fuel savings of up to 30 percent when compared to the existing Vector 1950 – the equivalent of saving 5.4 tons of CO2 annually. It is also 82 kilograms lighter and operates at 3 dB (A) lower. There is also an available engineless option for emissions reductions. Designed with the operator in mind, its new APX™ control system using Controller Area Network (CAN) technology, allows multi-speed engine control and management of all actuators and sensors to optimise refrigerant flow and temperature control. The Vector HE 19 unit is available in up to three different compartment configurations with the E-Drive technology significantly improving temperature regulation for multi-temperature operation. Bertrand Gueguen, president of International Truck Trailer, Carrier Transicold

A further alternative for LCVs is the latest Pulsor® 600 MT unit – one of a number of high-performance single and multi-temp units that is ideally suited to transporting ultrasensitive goods, such as pharmaceuticals.

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In less than one year since its launch, Carrier Transicold’s Supra CNG compressed natural gas (CNG)-powered multi-temperature refrigeration unit has received its third industry accolade, winning the IAA’s Trailer Innovation Award in the environment category. Developed for use with rigid trucks and drawbar trailers, the Supra CNG uses one source of CNG fuel, from a single refill point on the vehicle, which feeds independent tanks connected to the truck’s engine and the refrigeration unit. This configuration ensures the Supra unit can maintain cold chain integrity, allowing for full autonomy of the refrigeration system even when the truck is idling – and making the refuelling process faster and more efficient for the operator. This high-performance refrigeration system significantly reduces emissions, cutting particulate matter by 95 percent, nitrogen oxide by 70 percent, and CO2 by 20 percent, versus the emissions from current-generation diesel technology. As CNG-powered commercial vehicles grow in global popularity for urban distribution, the Supra CNG unit embraces this alternative fuel through its use in powering the refrigeration units. It’s available in single and multi-temperature configurations, with the ability to heat or cool up to three different compartments. It is also PIEK compliant, meaning it operates at a sound level below 60 dB(A), offering compliance with the increasing concerns over noise reduction for deliveries in high population-density urban areas in the morning or late at night.

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Also new in the company’s line-up is the eSolutions connectivity package – an advanced online telematics platform designed to improve product visibility, manage operating costs and enhance operational efficiency throughout the cold chain. The new eSolutions software intelligently monitors connected refrigeration systems from anywhere in the world, providing vital information for producers, drivers, transport managers and retailers on the products being transported and the vehicles transporting them. Accessible via desktop, smartphone or tablet, the new eSolutions software offers operators 24/7 access to a wealth of valuable data on their refrigeration systems, including remote temperature monitoring, two-way operational management and control capability, in-depth service and utilisation reports, CO2 and emissions information, including leak tests and noise footprint, geofencing, and operational alarms. The system also provides access to live service and maintenance schedules for each connected refrigeration unit, helping to aid fleet management procedures and ensure minimal disruption through vehicle downtime. Access to the eSolutions software is through a standard web browser and includes the installation of the box embedded into the refrigeration unit to collect, share and analyse all cold-chain data.

TRAILERTORQUE

FLYING THE FLAG Krueger Transport Equipment proves that being Australian owned has a great future – Words by Brenton O’Connor

here are many commentators that consistently decry Australian design and manufacturing, but for the transport industry there’s nothing better than dealing with people that know our roads and systems and produce equipment that outlives expectations. Following our recent stories on the Volvo Group local production in Wacol, Queensland, and PACCAR (Kenworth & DAF) production in Bayswater, Victoria, TrailerTorque visited another company manufacturing high-quality products for the transport industry right here in Australia. One key difference being that the products built by Krueger are both 100 percent Australian designed and owned, with the Krueger family still in full ownership of the business. John Krueger established Krueger Transport Equipment back in 1976 when he built his first trailer for his own transport operation. From humble beginnings 42 years ago, Krueger has now grown into a major player in the construction of trailers from its base in Laverton, Victoria, and distributing its products across the country. The Krueger business is still fully owned by John Krueger and his family, and John is still involved in the company on a daily basis, along with his four children, each of whom is involved in the day-to-day operations. Continuing expansion resulted in Grant Douglas joining the company in the role of general manager to oversee all operations and divisions of the business. This enabled John to focus on his real passion, which is research and development and the continuous innovation of his product.

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Grant has been with Krueger for two years and joined the company from a diverse background in finance and the transportation industry. Grant’s skill sets were gained from his management of large profile transport companies and provided him with the ideal background to come to the manufacturing/supply side of the transport business, where he has gained a unique understanding of the needs and wants of transport operators. Krueger’s range of trailing equipment covers a broad variety of configurations; however, the main product lines produced are flat-tops, drop-decks, Kurtainers (Krueger talk for curtainsiders), container skels and fridge vans, with dry vans due to be released in the near future. In addition to the trailers produced locally, Krueger has a relationship with European trailer manufacturer Schmitz Cargobull. Assembled Schmitz Cargobull fridge vans supplied in kit form from Europe are mounted to locally

KRUEGER TRANSPORT EQUIPMENT designed Krueger chassis. This is particularly useful for B-double applications, given Europe doesn’t produce what we in Australia refer to as an A-trailer. The spike in sales in the transport industry over this current year of 2018, and last year, 2017, has seen Krueger increase production strongly, with production doubling. The factory, located a few kilometres further down Boundary Road, Truganina, from the head office, has increased its production to 1.5 shifts per day in order to keep up with demand. Head office includes administration and general management staff, spare parts, trailer rentals, used trailers and the workshops for the repairs and refurbishment of trailers. The factory further down Boundary Road includes office space as well as the main production facility for Krueger Transport Equipment. Grant Douglas provides many reasons he feels are the impetus behind the large-scale increase in demand for both trucks and trailers in recent years, linked to the huge infrastructure projects underway in our capital cities.

For example, in Melbourne the Westgate Tunnel and the new city loop for the metropolitan train network. In Sydney, projects such as the light trail and WestConnex, plus expansion to many of the arterial roads and the large-scale government projects due for commencement including Snowy Hydro 2.0, Badgerys Creek Airport and the in-land rail have generated a level of activity not seen by governments for many years. This government investment has provided significant stimulus to the economy. Further examples of growth stem from the upgrading of aged equipment, given Australia’s average fleet age, particularly for trailers, is much higher than the rest of the developed world. Fleet replacement activity is also benefiting from low interest rates, making investment in new equipment more attractive for owner/operators and large-scale fleets.

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TRAILERTORQUE In addition to its new trailer manufacturing business, Krueger operates workshops capable of repair and full refurbishment of all trailers, not just those wearing the Krueger name. Grant is proud to explain that customers with any brand of trailer are welcome into their workshops and are treated with the same level of service as a Krueger Trailer customer. Krueger also operates a rental trailer division called Advantage Trailer Rentals, where customers are able to hire trailers for both short-term and extended periods to cover breakdowns , spikes in workload or for short to medium term contracts. This rental business helps supplement Krueger’s other division – that of used trailers – as it provides a steady supply of good quality, low kilometre, and late year model used trailers into its trailer hire business. The manufacturing process at Krueger Transport Equipment is unique in the way it builds its products in a static position on the shop floor, rather than on a moving production line. Components are assembled in a jig that is able to rotate to facilitate all the various positions required for 100 percent welding efficiency, together with simplifying the fitment of the suspension and axle systems. The use of the jig system is superior to other options such as the use of string lines to keep all components in correct symmetry during the welding process. After initial assembly, the trailer is sandblasted and then painted in the customer’s colour scheme, before moving to the fitout bay where airlines, electrical systems, mud flaps and tyres are fitted to complete the trailer prior to customer delivery. Build specifications can be customised to individual preferences and requirements to include specific componentry, especially with axle and suspension equipment. Standard axles are K-Hitch, with available alternatives such as Hendrickson, SAF and BPW.

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Grant explained the unique nature of Australian customers, most of whom require very specific and individual equipment. As such, it’s rare to get two customers’ trailers the same, with each customer highlighting different needs and priorities including the choice of axles and suspensions, heights, lengths, fridge motor choice, airbag or spring suspension, disc or drum brakes and EBS or ABS braking systems. When queried on the take-up of ABS/EBS since it was made mandatory on all new trailers, Grant stated that the far majority opt for EBS arrangements; however, the build preference is still split evenly when specifying disc or drum brakes. Krueger has developed a unique feature in conjunction with Hendrickson EBS with the automatic lowering/raising of axles dependent upon load weight, which is particularly relevant for the container industry. For example, if a B-double skel delivers a 20’ and a 40’ container, at maximum weights to the wharf, all axles are automatically lowered onto the ground. When a skel is loaded with two empty boxes, the EBS system will automatically lift up two axles on each tri group, enabling the combination to be driven with just one axle of each tri group, which reduces fuel use through reduced drag and tyre wear. Grant believes this availability of uniquely tailored transport solutions through the use of Australian designed and built trailers will remain the preferred choice, especially when compared to fully imported trailers where, typically, one size fits all. Furthermore, Grant believes Australian built product has a distinct advantage in the construction and strength required to carry heavier loads, over worse roads and longer distances – often being kept for longer periods of times than trailers in other fleet markets.

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TIME TO CELEBRATE Drake Trailers turns 60 – Words by Brenton O’Connor

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DRAKE TRAILERS

he Drake Group, now in its third generation of the Drake family, is a great testimony to the ingenuity and ability of Australian trailer manufacturers to design and build low-loaders for heavy haulage work that are genuinely class leading on the global market. Having expanded its product range with the acquisition of O’Phee Trailers, the company has also built a diversified product range that extends through from on-road and off-road trailing equipment to include the niche activity represented by the Drake Collectible range of scale models. With its home base in Wacol, Queensland, TrailerTorque was invited to be part of the company’s 60th anniversary celebrations. These included a public open day of its manufacturing facility, complete with factory tours, displays of various trailers of all shapes and sizes, plus the option to purchase selected trailers from the Drake Collectibles die cast model range. An important testimony to the relationship between the company and its customers was also evident through the quantity of privately-owned trailing equipment brought to the party and displayed by their owners.

The Drake Group’s reputation for innovation and product quality stands it in good stead for comparison with any exceptional load trailing equipment manufacturer in the world today. But attending the open day provided the opportunity for customers and interested spectators to view at first hand just what goes into the planning and development of the company’s designs and production processes to meet those global standards. On receipt of a customer order, the engineering team at Drake design a trailer to suit the customer’s needs. These drawings are subsequently passed through to experts in laser cutting, where all the required steel work is prepared in a process that bears similarities to that of a giant Meccano set. The pre-cut steel components are then assembled in jigs prior to starting the weld process using Fronius MIG welders, which is undertaken by Drake’s team of boilermakers. Drake has a unique approval from WorkSafe for the way its trailers are manufactured, which allows them to be welded together while standing up on their sides. Support props are welded to trailers to ensure assembly stability during their construction and to conform to WorkSafe requirements, given that tradesmen are not permitted to work on a trailer that’s suspended by cables/chains from overhead cranes. This procedure allows Drake’s tradesman to have better access to the trailers and simplifies the welding process, removing any requirement for a welder to work from underneath the construction with the obvious increase in difficulty for the weld process. The end result can easily be appreciated by the resulting seamless welds, as witnessed on the open day. Once the welding process is completed, the next step is to move the unit to the paint booth for sandblasting, followed by priming and painting in two-pack paint. With the painting completed, the trailer relocates to the fit-out area, where ancillary equipment such as mudflaps, lights, electrical wiring, airlines, hydraulics hoses and a power pack (where required) are all mounted and connected. Once completed, the final assembly is recorded through detailed photography undertaken by David Price, with a full record of each trailer kept on file for future reference, spare parts enquiries and to assist with any modifications that might be required to the trailer in the future.

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TRAILERTORQUE As an example of the scale of the Drake operation, the 200 employees of the company based at its Brisbane manufacturing centre currently produce one trailer per day, running a two-shift production team. It’s virtually unheard of for two Drake trailers to be the same, as each customer has their own specific requirements. General manager of Drake Group, Khali Lake, provided TrailerTorque with an insight into the Drake operation and how business is growing for the Queensland-based trailer manufacturer. According to Lake, there is currently a huge demand for Drake’s trailers, particularly its low-loaders. Querying Khali on this demand, he said the majority of new trailers are going into New South Wales and Victoria, due to the huge number of large-scale infrastructure projects underway, particularly in Sydney and Melbourne. These include the Badgerys Creek second airport, light rail, and WestConnex. In Melbourne the new City Loop train network is being constructed along with numerous level crossing removals, together with the recently commenced Westgate tunnel. It’s projects such as these that typically require lowloaders to transport heavy earthmoving equipment for the necessary construction work.

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WEIGHS LESS, WAY LESS. The Vector 1550 unit from Carrier is one of the lightest trailer refrigeration units on the market (712 kg) and operates with low noise emissions (71 dB). And while Vector 1550 units weigh less, they also offer way more. Designed using the patented combination of a hermetic compressor with an economizer, it delivers a 40 percent increase in refrigeration capacity during pull down. As a result, Vector 1550 units deliver faster temperature pull down, reaching the desired set point up to 25 percent faster compared to conventional technology and with extremely precise temperature control (+/- 0.8°C). As if that’s not enough, the Vector 1550 unit’s low fuel consumption reduces its overall carbon impact by up to 19 percent compared to conventional systems, the equivalent of removing 2.8 tons of CO2 per unit per year.

Carrier Transicold Australia Nationwide Ph: 1800 448 166 www.transicold.carrier.com.au

TRAILERTORQUE To commemorate the 60th anniversary, a number of Drake’s customers had driven their own trucks and Drake trailers to the event from as far as Melbourne, as illustrated by the participation of companies such as Doolan’s and Membrey’s, both of which arrived with their Kenworths with Drake trailers. Equipment from other operators such as Centurion, and Gradco were also present, but on the day it was an immaculately presented T909 Kenworth owned by Bowers Heavy Haulage that won recognition as the best-looking rig on display.

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DRAKE TRAILERS In addition to the factory at Wacol in Brisbane, where the main production line is located, is the repairs division. Drake also operates a further location in Perth to provide parts and service for its trailers located in West Australia – supporting the local high demand for heavy-duty lowloaders to service the mining industries. O’Phee Trailers, these days a division of the Drake Group, also took part in the display celebrations, exhibiting its range of skel’ trailers, side-loaders, drop-decks and curtainsiders. As mentioned earlier, a niche operation of the Drake Group is that of its highly detailed scale models, The Drake Collectibles range. A limited-edition model was released to commemorate the 60th anniversary in the form of a Drake 3x8 Swingwing trailer with 2x8 dolly and C509 Kenworth.

This immaculate model featured deck-mounted spare tyres, 60th anniversary logos and retro-style open deck, and was issued as a limited production run of 350 units, all of which were sold swiftly. The models are produced overseas from the original Australian designs and feature exceptional attention to detail. Collectors had a field day with the opportunity to purchase examples from the full range of scale models available during the open day. Many of these were painted in the livery of various Australian transport companies, making them even more unique and valuable.

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GLOBAL WARMING

Does the IAA Expo entice Australian operators to consider purchasing trailers from overseas?

he title of this editorial might allude to climate change, and in one context this is exactly what the Australian operator should be considering. But in this instance we are not discussing the rising temperatures across the world, we are suggesting that operators might be considering a change of business climate when it comes to purchasing their trailers from overseas suppliers, warming to the idea of importation, rather than relying on home-grown manufacturing.

Global supply, especially when it relates to European or North American-based trailer manufacturing, has the

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benefit of high-volume production. With high production quotas comes a lowering of unit cost, and, considering that most trailer componentry used on Australian manufactured trailing equipment is imported, is there much difference in overall pricing if the components preferred by Australian operators are actually imported in built-up form as a complete trailer? In recent years weâ&#x20AC;&#x2122;ve seen the approach of overseas manufacturers from Thailand such as Heil Trailers with tankers and Panus Oceania with flat tops. From the United States we have entertained Titan Trailers with the original

GLOBAL WARMING

Thinwall walking-floor designs, Trout River, Etnyre and Trail King with live-bottom discharge trailers and Wabash for pantech and refrigerated trailers.

Kässbohrer board member, İffet Türken, told PowerTorque at the IAA in Hanover that the company is the fastest growing European semitrailer manufacturer.

From Europe we’ve seen forays by Schmitz Cargobull, Krone and Kogel. More recently it’s been England’s Cartwright Group that has been scoring impressively with sales of its refrigerated trailers to major Australian fleets.

“In the first half of 2018, Kässbohrer doubled its sales in Germany and currently is in third position in the tank and silo segment. Furthermore, Kässbohrer is in the top three in the Netherlands and Portugal, and is in the top five position in Poland, Austria, Belgium, Denmark and Russia. In Poland, Kässbohrer is also the market leader in tank, silo and low-bed segments,” Miss Türken added.

With a build rate of up to 100 trailers per week, Cartwrights has opened up its products to the global market with a broader focus to include new markets in South America, United Arab Emirates and Australia. Fleigl may not be a name you have heard of, but the German trailer manufacturer had a road train on display that stood out. Road trains are obviously rare outside of Australia, but, in small sections of Europe, some have begun work under strict conditions with some great innovations.

Kassbohrer took out several accolades at the IAA, winning the Trailer Innovation Award in the chassis category with its multifunctional container chassis. This features an octagonal central frame design that differs from conventional container chassis design by solving the torsional issues associated with performing telescopic functions that can result in permanent damage to the trailer.

Here, Fleigl uses a dolly they have named CLG, which has a drawbar that pivots at the pin and also in front of the lead axle, meaning the dolly’s wheels track outside of the pin coupling to give an improved turning circle. With a 920 mm coupling height, it is also incredibly compact and light. During the 67th IAA fair, Kässbohrer exhibited a selection of its wide intermodal and construction product range, including their lightest tipping silo with the tare weight of 6000 kg. Kässbohrer, part of Turkey’s Tirsan trailer-manufacturing group since 2002, this year commemorates its 125-year history and has ramped up its global sales effort to service customers in 55 different countries.

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Offering a complete intermodal product range, Kässbohrer launched its lightest curtainsider swap-body with a tare weight equal to 3900 kg and with 7.2-ton forklift capacity. Suitable for use with up to a 34-euro pallet capacity, the light curtainsider swap-body chassis is metallised for longer product lifecycle.

Other models from the range included the Kögel Cool – PurFerro, the lightweight dry freight box body Kögel Box Light with up to 730 kilograms more payload compared to the Kögel Box, and the Kögel Port 45 Triplex container chassis weighing only 4550 kilograms with front, centre and rear extension.

Other innovative designs on display by Kässbohrer included a two-axle low-loader with a ground clearance of only 100 mm to accommodate maximum height loads on heavy-haulage application. Kässbohrer engineers also developed the steering software to control multiple steering functions compatible for both wired and wireless remote control.

Krone is another familiar name in Europe, and this year the company runs with the motto “Clever Connections” and a focus on making the trailers ready for Smart Trucks. Krone’s telematics system can monitor typical information such as location, temperatures and maintenance, plus now with two-way communication, tyre pressures, fuel levels, and freight monitoring. The system can also be used to operate the rear door locks remotely so no one, not even the drivers, can access the trailer between DCs. This last feature is offered to prevent theft from the rear of the trailer, which is prevalent in Europe.

Kässbohrer’s latest aluminium tippers offer more payload and higher fuel efficiency. With a low tare weight of 4950 kg they feature a high-strength chassis and tough aluminium upper structure. In order to prevent material residue on box corners collecting during discharge, the design incorporates rounded corners. The modular design of the aluminium side panels makes for easy maintenance and provides simple panel changes due to any defects or damages. Light tare weights were also a feature of the Kögel trailer NOVUM generation range with the flexible and robust Kögel Cargo weighing only 5920 kilograms in its basic version.

If you transport prefabricated concrete slabs, then Langendorf might just grab your attention with its latest design on show. The slabs can be preloaded on a platform, and then you simply reverse the trailer around it to pick it up in minutes. The design sits the slabs between the wheels, just 300 mm from the ground, so large slabs can be transported easily and dropped onsite without having to wait for a crane to load/unload.

The payload-optimised Kögel Lightplus Coil for transporting split strips and coil now boasts up to 410 kg extra payload, while the lightweight, high-volume Kögel Mega weighs in at only 6130 kg in its basic version.

Car transporter designs have lots to offer, with European ideas seemingly more advanced. It’s also where PowerTorque’s Ed Higginson started his long-distance career, making it one of his favourite areas to explore.

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Lohr is a French manufacturer with 50 years’ experience in vehicle transporters, exporting around the world including Australia. This year they had updates for their Eurolohr, Tale and Maxilohr range. Following the trend towards telematics, Lohr is making its equipment connectable through its new portal, with the added benefit of combining an electric axle for powering the trailer’s equipment. One innovation that you could easily miss on your travels through the various exhibition halls was a digital height sensor. With every car carrier load reaching a varying height,

Lohr has developed an overall height sensor that rotates 360 degrees once you are loaded. This unit confirms the overall height of your load without the driver having to climb on the trailer or make an estimate from ground level. Magyar will be another unfamiliar name and is a French tanker manufacturer that exports across Europe, North Africa and the Middle East. The innovation that stood out was a 29,000-litre milk collection tanker that used an electric axle to power the pumping equipment. With a lithium battery, it generates its own power for the pumping equipment, meaning that you can use a standard truck without a PTO. A similar system is also used on the Magyar chemical tankers. Last-mile delivery options were also a focus at this year’s show, and Krone’s trailer stand was situated right next to its newlyfounded joint venture, called Rytle. Being awarded the European Transport prize for sustainability in 2018, it has a great solution for delivering items from distribution centres into city precincts where vehicles are often not allowed.

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Rytle’s mobility solution uses a cargo box, with nine rolling boxes inside, to transport goods from the DC into the city where it can

GLOBAL WARMING be lowered onto the ground to unload. The boxes are then wheeled out one by one for small electric tricycles to transport them over the last mile. Where the concept is clever, is that the box can be wheeled into a high-rise office block to go up the lifts and deliver throughout the offices without the driver having to double-handle items. With an annual production of more than 61,000 trailers, Schmitz Cargobull makes the claim of being Europeâ&#x20AC;&#x2122;s leading manufacturer of semitrailers, truck bodies and trailers for temperature-controlled freight. This North German manufacturer showcased a range of vehicle innovations and new services at the IAA, all of which have been developed under the strictest quality standards to reduce the total cost of ownership. Schmitz Cargobull will now be equipping all S.KO COOL reefer semitrailers with a telematics system as standard. This system includes a certified electronic temperature recorder, for optimum control over an interconnected, integrated logistics chain. Also on display was a prototype for its electrically powered, emissions-free refrigeration unit for box semitrailers, paving the way for efficient, environmentally safe, refrigerated transport.

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TRAILERTORQUE Schmitz Cargobull has further developed its in-house refrigeration unit and equipped it with the latest commonrail diesel motor. The new refrigeration unit generation offers the same high cooling performance and precise temperature management, but uses up 10 percent less fuel. All Schmitz Cargobull refrigeration units comply with the Stage V emission standard, which comes into force in January 2019. Through the optimum interface design of the new refrigeration unit and improved air circulation, operators can achieve even more consistent temperature distribution in the cargo area. The V.KO COOL van bodies offer a speedy solution for transporter box bodies used for fresh and frozen cargo, complementing the V.KO DRY for dry freight. The S.KO COOL reefer semitrailer features an enhanced refrigerated box body with a new S.CU refrigeration unit, and, with the telematics system, includes a built-in electronic temperature recorder. The front section has had a complete facelift, with the protected area of the bulkhead having been extended further upwards, so as to avoid damage during coupling. The insulation capacity of the bulkhead has also been increased. The new generation of the S.KO box semitrailer with folding wall combines the advantages of a solid box with the more flexible features of a curtainsider. The S.KO EXPRESS with folding wall is a dry-freight box semitrailer and offers greater payload, and easy and more flexible loading combined with optimum load securing.

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For improved time management, the S.CS poweroperated curtainsider conforms to load retention requirements without support laths, thanks to aramid belts and steel wire integrated into the curtain material. Thanks to the new rolled chassis, the weight-optimised design of the S.CS curtainsider semitrailer is now 300 kg lighter, offering an unladen weight of just 6290 kg. The S.CS UNIVERSAL curtainsider semitrailer is also lighter, with an unladen weight of less than 6000 kg without any compromises in terms of sturdiness and quality. Also upgraded is the new generation of highvolume trucks with drawbar trailers. The total weight for the M.CS truck curtainsider and Z.CS central axle curtainsider has been reduced by 500 kg. Both vehicles are also now available in the MEGA version. If you are interested in low-loaders but need to have them covered, then Schwarzmuller and Meusburger had options for low-loaders with curtain frames that open up on the sides and roofs. The trailers can then load large machinery as you would on a standard low-loader, before closing the curtains to hide or protect the cargo. Above is just a selection of some of the trailer brands and innovations that stood out at this yearâ&#x20AC;&#x2122;s IAA commercial vehicle show. They provide a glimpse into the trends that are shaping the industry overseas, and that we can also expect to see here in Australia.

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